System, method, and computer software code for instructing an operator to control a powered system having an autonomous controller

ABSTRACT

A method for training an operator to control a powered system is disclosed including operating the powered system with an autonomous controller, and informing an operator of a change in operation of the powered system as the change in operation occurs. A system and a computer software code are also disclosed for training the operator to control the powered system.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is based on and claims priority to U.S. ProvisionalApplication No. 61/048,344 filed Apr. 28, 2008, and incorporated hereinby reference.

This application claims priority to and is a Continuation-In-Part ofU.S. application Ser. No. 12/061,462 filed Apr. 2, 2008 now U.S. Pat.No. 8,249,763, which claims priority to and is a Continuation-In-Part ofU.S. application Ser. No. 11/765,443 filed Jun. 19, 2007 now abandoned,which claims priority to U.S. Provisional Application No. 60/894,039filed Mar. 9, 2007, and U.S. Provisional Application No. 60/939,852filed May 24, 2007, and incorporated herein by reference in itsentirety.

U.S. application Ser. No. 11/765,443 claims priority to and is aContinuation-In-Part of U.S. application Ser. No. 11/669,364 filed Jan.31, 2007, which claims priority to U.S. Provisional Application No.60/849,100 filed Oct. 2, 2006, and U.S. Provisional Application No.60/850,885 filed Oct. 10, 2006, and incorporated herein by reference inits entirety.

U.S. application Ser. No. 11/669,364 claims priority to and is aContinuation-In-Part of U.S. application Ser. No. 11/385,354 filed Mar.20, 2006, and incorporated herein by reference in its entirety.

This application also claims priority to and is a Continuation-In-Partof U.S. application Ser. No. 12/061,444 filed Apr. 2, 2008, which claimspriority to U.S. Provisional Application No. 60/939,848 filed May 23,2007, and U.S. Provisional Application No. 60/942,559 filed Jun. 7,2007, and incorporated herein by reference in its entirety.

BACKGROUND OF THE INVENTION

This invention relates to a powered system, such as a train, anoff-highway vehicle, a marine vessel, a transport vehicle, anagriculture vehicle, and/or a stationary powered system and, moreparticularly to a system, method and computer software code forinstructing both an experienced operator and an inexperienced operatorwith an automated control system that is used to operate the poweredsystem.

Some powered systems such as, but not limited to, off-highway vehicles,marine diesel powered propulsion plants, stationary diesel poweredsystems, transport vehicles such as transport buses, agriculturalvehicles, and rail vehicle systems or trains, are typically powered byone or more diesel power units, or diesel-fueled power generating units.With respect to rail vehicle systems, a diesel power unit is usually apart of at least one locomotive powered by at least one diesel internalcombustion engine and the train further includes a plurality of railcars, such as freight cars. Usually more than one locomotive isprovided, wherein the locomotives are considered a locomotive consist. Alocomotive consist is a group of locomotives that operate together inoperating a train. Locomotives are complex systems with numeroussubsystems, with each subsystem being interdependent on othersubsystems.

An operator is usually aboard a locomotive to insure the properoperation of the locomotive, and when there is a locomotive consist, theoperator is usually aboard a lead locomotive. In addition to ensuringproper operations of the locomotive, or locomotive consist, the operatoralso is responsible for determining operating speeds of the train andforces within the train that the locomotives are part of. To performthis function, the operator generally must have extensive experiencewith operating the locomotive and various trains over the specifiedterrain. This knowledge is needed to comply with prescribeable operatingparameters, such as speeds, emissions, and the like that may vary withthe train location along the track. Moreover, the operator is alsoresponsible for ensuring that in-train forces remain within acceptablelimits.

In marine applications, an operator is usually aboard a marine vessel toensure the proper operation of the vessel, and when there is a vesselconsist, the lead operator is usually aboard a lead vessel. As with thelocomotive example cited above, a vessel consist is a group of vesselsthat operate together in operating a combined mission. In addition toensuring proper operations of the vessel, or vessel consist, the leadoperator also is responsible for determining operating speeds of theconsist and forces within the consist that the vessels are part of. Toperform this function, the operator generally must have extensiveexperience with operating the vessel and various consists over thespecified waterway or mission. This knowledge is needed to comply withprescribeable operating speeds and other mission parameters that mayvary with the vessel location along the mission. Moreover, the operatoris also responsible for assuring mission forces and location remainwithin acceptable limits.

In the case of multiple diesel power powered systems, which by way ofexample and limitation, may reside on a single vessel, power plant orvehicle or power plant sets, an operator is usually in command of theoverall system to ensure the proper operation of the system, and whenthere is a system consist, the operator is usually aboard a lead system.Defined generally, a system consist is a group of powered systems thatoperate together in meeting a mission. In addition to ensuring properoperations of the single system, or system consist, the operator also isresponsible for determining operating parameters of the system set andforces within the set that the system are part of. To perform thisfunction, the operator generally must have extensive experience withoperating the system and various sets over the specified space andmission. This knowledge is needed to comply with prescribeable operatingparameters and speeds that may vary with the system set location alongthe route. Moreover, the operator is also responsible for ensuring thatin-set forces remain within acceptable limits.

Based on a particular train mission, when building a train, it is commonpractice to provide a range of locomotives in the train make-up to powerthe train, based in part on available locomotives with varied power andrun trip mission history. This typically leads to a large variation oflocomotive power available for an individual train. Additionally, forcritical trains, such as Z-trains, backup power, typically backuplocomotives, is typically provided to cover an event of equipmentfailure, and to ensure the train reaches its destination on time.

Furthermore, when building a train, locomotive emission outputs areusually determined by establishing a weighted average for total emissionoutput based on the locomotives in the train while the train is in idle.These averages are expected to be below a certain emission output whenthe train is in idle. However, typically, there is no furtherdetermination made regarding the actual emission output while the trainis in idle. Thus, though established calculation methods may suggestthat the emission output is acceptable, in actuality the locomotive maybe emitting more emissions than calculated.

When operating a train, train operators typically call for the samenotch settings when operating the train, which in turn may lead to alarge variation in fuel consumption and/or emission output, such as, butnot limited to, NO_(x), CO₂, etc., depending on a number of locomotivespowering the train. Thus, the operator usually cannot operate thelocomotives so that the fuel consumption is minimized and emissionoutput is minimized for each trip since the size and loading of trainsvary, and locomotives and their power availability may vary by modeltype.

However, with respect to a locomotive, even with knowledge to ensuresafe operation, the operator cannot usually operate the locomotive sothat the fuel consumption and emissions is minimized for each trip. Forexample, other factors that must be considered may include emissionoutput, operator's environmental conditions like noise/vibration, aweighted combination of fuel consumption and emissions output, etc. Thisis difficult to do since, as an example, the size and loading of trainsvary, locomotives and their fuel/emissions characteristics aredifferent, and weather and traffic conditions vary.

A train owner usually owns a plurality of trains wherein the trainsoperate over a network of railroad tracks. Because of the integration ofmultiple trains running concurrently within the network of railroadtracks, wherein scheduling issues must also be considered with respectto train operations, train owners would benefit from a way to optimizefuel efficiency and emission output so as to save on overall fuelconsumption while minimizing emission output of multiple trains whilemeeting mission trip time constraints.

When planning a mission that may be performed autonomously, whichincludes little to no input from the operator when the mission is beingperformed, human interface is properly preferred when planning themission, at least at a minimum to verify the mission being planned.Likewise, while the mission optimization plan is being used incontrolling a powered vehicle operator input may be required to monitoroperations and/or take control of the powered vehicle.

As more powered vehicles start being controlled by an autonomous, and/oran automatic, controller, skills of experienced operators may degradewhile developing skills for new operators may be greatly impeded. Thoughlimited skills are acceptable while the autonomous, and/or automatic,controller is controlling the powered vehicles, times will arise whereoperators may have to take control of the powered vehicles. Therefore, aneed still exists to ensure that experienced operators retain theirskills and to train novice operators to ensure that they develop therequisite skills.

BRIEF DESCRIPTION OF THE INVENTION

A method for training an operator to control a powered system isdisclosed. The method includes operating the powered system with anautonomous controller, and informing an operator of a change inoperation of the powered system as the change in operation occurs.

In another exemplary embodiment, a method for training an operator tocontrol a powered system, the method including operating the poweredsystem with an autonomous controller. The autonomous controller isdisengaged so that an operator may control the powered system.

In another exemplary embodiment a method for training an operator tocontrol a powered system is disclosed. The method includes operating thepowered system with an autonomous controller, and providing an inputdevice for an operator to simulate operating the powered system as theautonomous controller operates the powered system.

In another exemplary embodiment a method for training an operator tocontrol a powered system is disclosed. The method includes providing apowered system in a stationary condition with a manual control devicedisengaged from controlling the powered system. A mission iscommunicated to an operator. Operation of the powered system issimulated responsive to the mission with the manual control device.

In another exemplary embodiment a training system for instructing anoperator to control a powered system is disclosed. The training systemincludes a controller configured to autonomously control a poweredsystem. An information providing device is provided which is configuredto provide information to an operator responsive to the controlleroperating the powered system.

A computer software code operating within a processor and storable on acomputer readable media for training an operator to control a poweredsystem is further disclosed. The computer software code includescomputer software module for operating the powered system with anautonomous controller, and a computer software module for informing anoperator of a change in operation of the powered system as the change inoperation occurs.

A method for training an operator to control operation of a train havingat least one locomotive is further disclosed. The method includesoperating the train having at least one locomotive with an autonomouscontroller during a mission. A throttle control and/or a brake controlare provided for the operator to simulate operating the train as theautonomous controller actually operates the train. A determination ismade that an input from the throttle control and/or the brake controlhas been made by the operator to simulate operating the train as theautonomous controller actually operates the train. A comparison isbetween the at least one input and the at least one action made by theautonomous controller as the autonomous controller actually operates thepowered system.

BRIEF DESCRIPTION OF THE DRAWINGS

A more particular description of the invention briefly described abovewill be rendered by reference to specific embodiments thereof that areillustrated in the appended drawings. Understanding that these drawingsdepict only typical embodiments of the invention and are not thereforeto be considered to be limiting of its scope, exemplary embodiments ofthe invention will be described and explained with additionalspecificity and detail through the use of the accompanying drawings inwhich:

FIG. 1 depicts an exemplary illustration of a flow chart tripoptimization;

FIG. 2 depicts a simplified a mathematical model of the train that maybe employed in connection with the present invention;

FIG. 3 depicts an exemplary embodiment of elements for tripoptimization;

FIG. 4 depicts an exemplary embodiment of a fuel-use/travel time curve;

FIG. 5 depicts an exemplary embodiment of segmentation decomposition fortrip planning;

FIG. 6 depicts another exemplary embodiment of a segmentationdecomposition for trip planning;

FIG. 7 depicts another exemplary flow chart trip optimization;

FIG. 8 depicts an exemplary illustration of a dynamic display for use byan operator;

FIG. 9 depicts another exemplary illustration of a dynamic display foruse by the operator;

FIG. 10 depicts another exemplary illustration of a dynamic display foruse by the operator;

FIG. 11 depicts another exemplary illustration of a dynamic display foruse by the operator;

FIG. 12 depicts another exemplary illustration of a dynamic display foruse by the operator;

FIG. 13 depicts an illustration of a portion of the dynamic display;

FIG. 14 depicts another illustration for a portion of the dynamicdisplay;

FIG. 15A depicts an exemplary illustration of a train state displayed onthe dynamic display;

FIG. 15B depicts another exemplary illustration of a train statedisplayed on the dynamic display;

FIG. 15C depicts another exemplary illustration of a train statedisplayed on the dynamic display screen;

FIG. 16 depicts an exemplary illustration of the dynamic display beingused as a training device;

FIG. 17 depicts another exemplary illustration of the in-train forcesbeing display on the dynamic display screen;

FIG. 18 depicts another illustration for a portion of the dynamicdisplay screen;

FIG. 19A depicts an exemplary illustration of a dynamic display screennotifying the operator when to engage the automatic controller;

FIG. 19B depicts an exemplary illustration of a dynamic display screennotifying the operator when automatic controller is engaged;

FIG. 20 depicts a flow chart illustrating an exemplary embodiment forengaging automatic control of the powered system;

FIG. 21A depicts an exemplary illustration of a dynamic display screennotifying the operator of manual control transition;

FIG. 21B depicts an exemplary illustration of a dynamic display screennotifying the operator that automatic control is available;

FIG. 22A depicts an exemplary illustration of a dynamic display screennotifying the operator in advance that manual control is required;

FIG. 22B depicts an exemplary illustration of a dynamic display screennotifying the operator that manual control is needed immediately;

FIG. 23 depicts a flow chart illustrating an exemplary embodiment fordisengaging automatic control of a powered system;

FIG. 24 depicts an exemplary flowchart for gathering information forverifying and accepting information used in creating a mission plan;

FIG. 25 depicts a display and user input to initiate the process ofcollecting information;

FIG. 26 depicts a display of the information for verifying and acceptinginformation used in creating a mission plan;

FIG. 27 depicts a display of the information for verifying and acceptinginformation used in creating a mission plan;

FIG. 28 depicts a display of the information for verifying and acceptinginformation used in creating a mission plan;

FIG. 29 depicts process flow for display of information for verifyingand accepting information used in creating a mission plan;

FIG. 30 depicts an exemplary flowchart for operating a diesel poweredsystem having at least one diesel-fueled power generating unit;

FIG. 31 depicts an exemplary embodiment of a network of railway trackswith multiple trains;

FIG. 32 depicts an exemplary embodiment of a flowchart for improvingfuel efficiency of a train through optimized train power makeup;

FIG. 33 depicts a block diagram of exemplary elements included in asystem for optimized train power makeup;

FIG. 34 depicts a block diagram of a transfer function for determining afuel efficiency and emissions for a diesel powered system;

FIG. 35 depicts an exemplary embodiment of a flow chart determining aconfiguration of a diesel powered system having at least onediesel-fueled power generating unit;

FIG. 36 depicts an exemplary embodiment of a closed-loop system foroperating a rail vehicle;

FIG. 37 depicts the closed loop system of FIG. 16 integrated with amaster control unit;

FIG. 38 depicts an exemplary embodiment of a closed-loop system foroperating a rail vehicle integrated with another input operationalsubsystem of the rail vehicle;

FIG. 39 depicts another exemplary embodiment of the closed-loop systemwith a converter which may command operation of the master controller;

FIG. 40 depicts another exemplary embodiment of a closed-loop system;

FIG. 41 depicts an exemplary embodiment of a flowchart for operating apowered system;

FIG. 42 depicts an exemplary flowchart for operating a rail vehicle in aclosed-loop process;

FIG. 43 depicts an embodiment of a speed versus time graph comparingcurrent operations to emissions optimized operation

FIG. 44 depicts a modulation pattern compared to a given notch level;

FIG. 45 depicts an exemplary flowchart for determining a configurationof a diesel powered system;

FIG. 46 depicts a system for minimizing emission output;

FIG. 47 depicts a system for minimizing emission output from a dieselpowered system;

FIG. 48 depicts a flow chart illustrating an exemplary embodiment foroperating a diesel powered system having at least one diesel-fueledpower generating unit; and

FIG. 49 depicts a block diagram of an exemplary system operating adiesel powered system having at least one diesel-fueled power generatingunit;

FIG. 50 depicts a flow chart illustrating an exemplary embodiment fortraining an operator to control a powered system;

FIG. 51 depicts another flow chart illustrating an exemplary embodimentfor training an operator to control a powered system;

FIG. 52 depicts another flow chart illustrating an exemplary embodimentfor training an operator to control a powered system;

FIG. 53 depicts another flow chart illustrating an exemplary embodimentfor training an operator to control a powered system; and

FIG. 54 depicts a block diagram illustrating an exemplary embodiment ofa system for training an operator to control a powered system.

DETAILED DESCRIPTION OF THE INVENTION

Reference will now be made in detail to the embodiments consistent withthe invention, examples of which are illustrated in the accompanyingdrawings. Wherever possible, the same reference numerals used throughoutthe drawings refer to the same or like parts.

Though exemplary embodiments of the present invention are described withrespect to rail vehicles, or railway transportation systems,specifically trains and locomotives having diesel engines, exemplaryembodiments of the invention are also applicable for other uses, such asbut not limited to off-highway vehicles, marine vessels, stationaryunits, agricultural vehicles, and transport buses, each which may use atleast one diesel engine, or diesel internal combustion engine. Towardsthis end, when discussing a specified mission, this includes a task orrequirement to be performed by the powered system.

Therefore, with respect to railway, marine, transport vehicles,agricultural vehicles, or off-highway vehicle applications this mayrefer to the movement of the system from a present location to adestination. In the case of stationary applications, such as but notlimited to a stationary power generating station or network of powergenerating stations, a specified mission may refer to an amount ofwattage (e.g., MW/hr) or other parameter or requirement to be satisfiedby the diesel powered system. Likewise, operating condition of thediesel-fueled power generating unit may include one or more of speed,load, fueling value, timing, etc. Furthermore, though diesel poweredsystems are disclosed, those skilled in the art will readily recognizethat embodiments of the invention may also be utilized with non-dieselpowered systems, such as but not limited to natural gas powered systems,bio-diesel powered systems, etc.

Furthermore, as disclosed herein such non-diesel powered systems, aswell as diesel powered systems, may include multiple engines, otherpower sources, and/or additional power sources, such as, but not limitedto, battery sources, voltage sources (such as but not limited tocapacitors), chemical sources, pressure based sources (such as but notlimited to spring and/or hydraulic expansion), current sources (such asbut not limited to inductors), inertial sources (such as but not limitedto flywheel devices), gravitational-based power sources, and/orthermal-based power sources.

In one exemplary example involving marine vessels, a plurality of tugsmay be operating together where all are moving the same larger vessel,where each tug is linked in time to accomplish the mission of moving thelarger vessel. In another exemplary example a single marine vessel mayhave a plurality of engines. Off-Highway Vehicle (OHV) applications mayinvolve a fleet of vehicles that have a same mission to move earth, fromlocation A to location B, where each OHV is linked in time to accomplishthe mission. With respect to a stationary power generating station, aplurality of stations may be grouped together for collectivelygenerating power for a specific location and/or purpose. In anotherexemplary embodiment, a single station is provided, but with a pluralityof generators making up the single station. In one exemplary exampleinvolving locomotive vehicles, a plurality of diesel powered systems maybe operated together where all are moving the same larger load, whereeach system is linked in time to accomplish the mission of moving thelarger load. In another exemplary embodiment a locomotive vehicle mayhave more than one diesel powered system.

Exemplary embodiments of the invention solve problems in the art byproviding a system, method, and computer implemented method, such as acomputer software code, for training an operator to control a poweredsystem. With respect to locomotives, exemplary embodiments of thepresent invention are also operable when the locomotive consist is indistributed power operations.

Persons skilled in the art will recognize that an apparatus, such as adata processing system, including a CPU, memory, I/O, program storage, aconnecting bus, and other appropriate components, could be programmed orotherwise designed to facilitate the practice of the method of theinvention. Such a system would include appropriate program means forexecuting the method of the invention.

Also, an article of manufacture, such as a pre-recorded disk or othersimilar computer program product, for use with a data processing system,could include a storage medium and program means recorded thereon fordirecting the data processing system to facilitate the practice of themethod of the invention. Such apparatus and articles of manufacture alsofall within the spirit and scope of the invention.

Broadly speaking, a technical effect is to educate an operator regardinghow to control a powered system, including operation and control betweenautomatic and manual control, and to control operational informationused in a mission for the powered system. To facilitate an understandingof the exemplary embodiments of the invention, it is describedhereinafter with reference to specific implementations thereof.Exemplary embodiments of the invention may be described in the generalcontext of computer-executable instructions, such as program modules,being executed by any device, such as but not limited to a computer,designed to accept data, perform prescribed mathematical and/or logicaloperations usually at high speed, where results of such operations mayor may not be displayed. Generally, program modules include routines,programs, objects, components, data structures, etc. that performsparticular tasks or implement particular abstract data types. Forexample, the software programs that underlie exemplary embodiments ofthe invention can be coded in different programming languages, for usewith different devices, or platforms. In the description that follows,examples of the invention may be described in the context of a webportal that employs a web browser. It will be appreciated, however, thatthe principles that underlie exemplary embodiments of the invention canbe implemented with other types of computer software technologies aswell.

Moreover, those skilled in the art will appreciate that exemplaryembodiments of the invention may be practiced with other computer systemconfigurations, including hand-held devices, multiprocessor systems,microprocessor-based or programmable consumer electronics,minicomputers, mainframe computers, and the like. Exemplary embodimentsof the invention may also be practiced in distributed computingenvironments where tasks are performed by remote processing devices thatare linked through a communications network. In a distributed computingenvironment, program modules may be located in both local and remotecomputer storage media including memory storage devices. These local andremote computing environments may be contained entirely within thelocomotive, or adjacent locomotives in a consist, or off-board inwayside or central offices where wireless communication is used.

Throughout this document the term locomotive consist is used. As usedherein, a locomotive consist may be described as having one or morelocomotives in succession, connected together so as to provide motoringand/or braking capability. The locomotives are connected together whereno train cars are in between the locomotives. The train can have morethan one locomotive consist in its composition. Specifically, there canbe a lead consist and one or more remote consists, such as midway in theline of cars and another remote consist at the end of the train. Eachlocomotive consist may have a first locomotive and trail locomotive(s).Though a first locomotive is usually viewed as the lead locomotive,those skilled in the art will readily recognize that the firstlocomotive in a multi locomotive consist may be physically located in aphysically trailing position. Though a locomotive consist is usuallyviewed as involving successive locomotives, those skilled in the artwill readily recognize that a consist group of locomotives may also berecognized as a consist even when at least a car separates thelocomotives, such as when the locomotive consist is configured fordistributed power operation, wherein throttle and braking commands arerelayed from the lead locomotive to the remote trains by a radio link orphysical cable. Towards this end, the term locomotive consist should benot be considered a limiting factor when discussing multiple locomotiveswithin the same train.

As disclosed herein, the idea of a consist may also be applicable whenreferring to diesel powered systems such as, but not limited to, marinevessels, off-highway vehicles, transportation vehicles, agriculturalvehicles, and/or stationary power plants, that operate together so as toprovide motoring, power generation, and/or braking capability.Therefore, even though the term locomotive consist is used herein inregards to certain illustrative embodiments, this term may also apply toother powered systems. Similarly, sub-consists may exist. For example,the diesel powered system may have more than one diesel-fueled powergenerating unit. For example, a power plant may have more than onediesel electric power unit where optimization may be at the sub-consistlevel. Likewise, a locomotive may have more than one diesel power unit.

Referring now to the drawings, embodiments of the present invention willbe described. Exemplary embodiments of the invention can be implementedin numerous ways, including as a system (including a computer processingsystem), a method (including a computerized method), an apparatus, acomputer readable medium, a computer program product, a graphical userinterface, including a web portal, or a data structure tangibly fixed ina computer readable memory. Several embodiments of the invention arediscussed below.

FIG. 1 depicts an exemplary illustration of a flow chart of an exemplaryembodiment of the present invention. As illustrated, instructions areinput specific to planning a trip either on board or from a remotelocation, such as a dispatch center 10. Such input information includes,but is not limited to, train position, consist description (such aslocomotive models), locomotive power description, performance oflocomotive traction transmission, consumption of engine fuel as afunction of output power, cooling characteristics, the intended triproute (e.g., effective track grade and curvature as function ofmilepost, or an “effective grade” component to reflect curvaturefollowing standard railroad practices), the train represented by carmakeup and loading together with effective drag coefficients, tripdesired parameters including, but not limited to, start time andlocation, end location, desired travel time, crew (user and/or operator)identification, crew shift expiration time, and route.

This data may be provided to the locomotive 42 in a number of ways, suchas, but not limited to, an operator manually entering this data into thelocomotive 42 via an onboard display, inserting a memory device such asa “hard card” and/or USB drive containing the data into a receptacleaboard the locomotive, and transmitting the information via wirelesscommunication from a central or wayside location 41, such as a tracksignaling device and/or a wayside device, to the locomotive 42.Locomotive 42 and train 31 load characteristics (e.g., drag) may alsochange over the route (e.g., with altitude, ambient temperature andcondition of the rails and rail-cars), and the plan may be updated toreflect such changes as needed by any of the methods discussed aboveand/or by real-time autonomous collection of locomotive/trainconditions. This includes for example, changes in locomotive or traincharacteristics detected by monitoring equipment on or off board thelocomotive(s) 42.

The track signal system determines the allowable speed of the train.There are many types of track signal systems and operating rulesassociated with each of the signals. For example, some signals have asingle light (on/off), some signals have a single lens with multiplecolors, and some signals have multiple lights and colors. These signalscan indicate that the track is clear and the train may proceed at amaximum allowable speed. They can also indicate that a reduced speed orstop is required. This reduced speed may need to be achievedimmediately, or at a certain location (e.g., prior to the next signal orcrossing).

The signal status is communicated to the train and/or operator throughvarious means. Some systems have circuits in the track and inductivepick-up coils on the locomotives. Other systems have wirelesscommunications systems. Signal systems can also require the operator tovisually inspect the signal and take the appropriate actions.

The track signaling system may interface with the on-board signal systemand adjust the locomotive speed according to the inputs and theappropriate operating rules. For signal systems that require theoperator to visually inspect the signal status, the operator screen willpresent the appropriate signal options for the operator to enter basedon the train's location. The type of signal systems and operating rules,as a function of location, may be stored in an onboard database 63.

Based on the specification data input into the exemplary embodiment ofthe present invention, an optimal plan which minimizes fuel use and/oremissions produced subject to speed limit constraints along the routewith desired start and end times is computed to produce a trip profile12. The profile contains the optimal speed and power (notch) settingsthe train is to follow, expressed as a function of distance and/or time,and such train operating limits, including but not limited to, themaximum notch power and brake settings, and speed limits as a functionof location, and the expected fuel used and emissions generated. In anexemplary embodiment, the value for the notch setting is selected toobtain throttle change decisions about once every 10 to 30 seconds.Those skilled in the art will readily recognize that the throttle changedecisions may occur at a longer or shorter duration, if needed and/ordesired to follow an optimal speed profile. In a broader sense, itshould be evident to ones skilled in the art that the profiles providepower settings for the train, either at the train level, consist level,and/or individual train level. Power comprises braking power, motoringpower, and airbrake power. In another preferred embodiment, instead ofoperating at the traditional discrete notch power settings, theexemplary embodiment of the present invention is able to select acontinuous power setting determined as optimal for the profile selected.Thus, for example, if an optimal profile specifies a notch setting of6.8, instead of operating at notch setting 7 (assuming discreet notchsettings such as 6, 7, 8, and so on), the locomotive 42 can operate at6.8. Allowing such intermediate power settings may bring additionalefficiency benefits as described below.

The procedure used to compute the optimal profile can be any number ofmethods for computing a power sequence that drives the train 31 tominimize fuel and/or emissions subject to locomotive operating andschedule constraints, as summarized below. In some cases the requiredoptimal profile may be close enough to one previously determined, owingto the similarity of the train configuration, route and environmentalconditions. In these cases it may be sufficient to look up the drivingtrajectory within a database 63 and attempt to follow it. When nopreviously computed plan is suitable, methods to compute a new oneinclude, but are not limited to, direct calculation of the optimalprofile using differential equation models which approximate the trainphysics of motion. The setup involves selection of a quantitativeobjective function, commonly a weighted sum (integral) of modelvariables that correspond to rate of fuel consumption and emissionsgeneration plus a term to penalize excessive throttle variation.

An optimal control formulation is set up to minimize the quantitativeobjective function subject to constraints including but not limited to,speed limits and minimum and maximum power (throttle) settings andmaximum cumulative and instantaneous emissions. Depending on planningobjectives at any time, the problem may be implemented flexibly tominimize fuel subject to constraints on emissions and speed limits, orto minimize emissions, subject to constraints on fuel use and arrivaltime. It is also possible to implement, for example, a goal to minimizethe total travel time without constraints on total emissions or fuel usewhere such relaxation of constraints would be permitted or required forthe mission.

Throughout the document exemplary equations and objective functions arepresented for minimizing locomotive fuel consumption. These equationsand functions are for illustration only as other equations and objectivefunctions can be employed to optimize fuel consumption or to optimizeother locomotive/train operating parameters.

Mathematically, the problem to be solved may be stated more precisely.The basic physics are expressed by:

${\frac{\mathbb{d}x}{\mathbb{d}t} = v};{{x(0)} = 0.0};{{x\left( T_{f} \right)} = D}$${\frac{\mathbb{d}v}{\mathbb{d}t} = {{T_{e}\left( {u,v} \right)} - {G_{a}(x)} - {R(v)}}};{{v(0)} = 0.0};{{v\left( T_{f} \right)} = 0.0}$where x is the position of the train, v its velocity and t is time (inmiles, miles per hour, and minutes or hours, as appropriate) and u isthe notch (throttle) command input. Further, D denotes the distance tobe traveled, T_(f) the desired arrival time at distance D along thetrack, T_(e) is the tractive effort produced by the locomotive consist,G_(a) is the gravitational drag which depends on the train length, trainmakeup, and terrain on which the train is located, and R is the netspeed dependent drag of the locomotive consist and train combination.The initial and final speeds can also be specified, but without loss ofgenerality are taken to be zero here (e.g., train stopped at beginningand end). Finally, the model is readily modified to include otherimportant dynamics such the lag between a change in throttle, u, and theresulting tractive effort or braking. Using this model, an optimalcontrol formulation is set up to minimize the quantitative objectivefunction subject to constraints including but not limited to, speedlimits and minimum and maximum power (throttle) settings. Depending onplanning objectives at any time, the problem may be set up flexibly tominimize fuel subject to constraints on emissions and speed limits, orto minimize emissions, subject to constraints on fuel use and arrivaltime.

It is also possible to implement, for example, a goal to minimize thetotal travel time without constraints on total emissions or fuel usewhere such relaxation of constraints would be permitted or required forthe mission. All these performance measures can be expressed as a linearcombination of any of the following:

$\min\limits_{u{(t)}}{\int_{0}^{T_{f}}{{F\left( {u(t)} \right)}\ {\mathbb{d}t}}}$

—Minimize total fuel consumption

$\min\limits_{u{(t)}}T_{f}$

—Minimize Travel Time

$\min\limits_{u_{i}}{\sum\limits_{i = 2}^{n_{d}}\left( {u_{i} - u_{i - 1}} \right)^{2}}$

—Minimize notch jockeying (piecewise constant input)

$\min\limits_{u{(t)}}{\int_{0}^{T_{f}}{\left( \ {{\mathbb{d}u}/{\mathbb{d}t}} \right)^{2}{\mathbb{d}t}}}$

—Minimize notch jockeying (continuous input)

Replace the fuel term F in (1) with a term corresponding to emissionsproduction. For example for emissions

$\min\limits_{u{(t)}}{\int_{0}^{T_{f}}{{E\left( {u(t)} \right)}\ {\mathbb{d}t}}}$—Minimize total emissions production. In this equation E is the quantityof emissions in gm/hphr for each of the notches (or power settings). Inaddition a minimization could be done based on a weighted total of fueland emissions.

A commonly used and representative objective function is thus:

$\begin{matrix}{{\min\limits_{u{(t)}}{\alpha_{1}{\int_{0}^{T_{f}}{{F\left( {u(t)} \right)}\ {\mathbb{d}t}}}}} + {\alpha_{3}T_{f}} + {\alpha_{2}{\int_{0}^{T_{f}}{\left( {{\mathbb{d}u}/\ {\mathbb{d}t}} \right)^{2}{\mathbb{d}t}}}}} & ({OP})\end{matrix}$The coefficients of the linear combination depend on the importance(weight) given to each of the terms. Note that in equation (OP), u(t) isthe optimizing variable that is the continuous notch position. Ifdiscrete notch is required, e.g. for older locomotives, the solution toequation (OP) is discretized, which may result in lower fuel savings.Finding a minimum time solution (α₁ set to zero and α₂ set to zero or arelatively small value) is used to find a lower bound for the achievabletravel time (T_(f)=T_(fmin)). In this case, both u(t) and T_(f) areoptimizing variables. In one embodiment, the equation (OP) is solved forvarious values of T_(f) with T_(f)>T_(fmin) with α₃ set to zero. In thislatter case, T_(f) is treated as a constraint.

For those familiar with solutions to such optimal problems, it may benecessary to adjoin constraints, e.g. the speed limits along the path:0≦v≦SL(x)  ior when using minimum time as the objective, that an end pointconstraint must hold, e.g., total fuel consumed must be less than whatis in the tank, e.g., via:

ii.  0 < ∫₀^(T_(f))F(u(t)) 𝕕t ≤ W_(F)where W_(F) is the fuel remaining in the tank at T_(f). Those skilled inthe art will readily recognize that equation (OP) can be in other formsas well and that what is presented above is an exemplary equation foruse in the exemplary embodiment of the present invention. For example,those skilled in the art will readily recognize that a variation ofequation (OP) is required where multiple power systems, diesel and/ornon-diesel, are used to provide multiple thrusters, such as but notlimited to those that may be used when operating a marine vessel.

Reference to emissions in the context of the exemplary embodiment of thepresent invention is actually directed towards cumulative emissionsproduced in the form of oxides of nitrogen (NOx), carbon oxides(CO_(x)), unburned hydrocarbons (HC), and particulate matter (PM), etc.However, other emissions may include, but not be limited to a maximumvalue of electromagnetic emission, such as a limit on radio frequency(RF) power output, measured in watts, for respective frequencies emittedby the locomotive. Yet another form of emission is the noise produced bythe locomotive, typically measured in decibels (dB). An emissionrequirement may be variable based on a time of day, a time of year,and/or atmospheric conditions such as weather or pollutant level in theatmosphere. Emission regulations may vary geographically across arailroad system. For example, an operating area such as a city or statemay have specified emission objectives, and an adjacent area may havedifferent emission objectives, for example a lower amount of allowedemissions or a higher fee charged for a given level of emissions.

Accordingly, an emission profile for a certain geographic area may betailored to include maximum emission values for each of the regulatedemissions included in the profile to meet a predetermined emissionobjective required for that area. Typically, for a locomotive, theseemission parameters are determined by, but not limited to, the power(Notch) setting, ambient conditions, engine control method, etc. Bydesign, every locomotive must be compliant with EPA emission standards,and thus in an embodiment of the present invention that optimizesemissions this may refer to mission-total emissions, for which there isno current EPA specification. Operation of the locomotive according tothe optimized trip plan is at all times compliant with EPA emissionstandards. Those skilled in the art will readily recognize that becausediesel engines are used in other applications, other regulations mayalso be applicable. For example, CO₂ emissions are considered in certaininternational treaties.

If a key objective during a trip mission is to reduce emissions, theoptimal control formulation, equation (OP), would be amended to considerthis trip objective. A key flexibility in the optimization setup is thatany or all of the trip objectives can vary by geographic region ormission. For example, for a high priority train, minimum time may be theonly objective on one route because it is high priority traffic. Inanother example emission output could vary from state to state along theplanned train route.

To solve the resulting optimization problem, in an exemplary embodimentthe present invention transcribes a dynamic optimal control problem inthe time domain to an equivalent static mathematical programming problemwith N decision variables, where the number ‘N’ depends on the frequencyat which throttle and braking adjustments are made and the duration ofthe trip. For typical problems, this N can be in the thousands. Forexample, in an exemplary embodiment, suppose a train is traveling a172-mile (276.8 kilometers) stretch of track in the southwest UnitedStates. Utilizing the exemplary embodiment of the present invention, anexemplary 7.6% saving in fuel used may be realized when comparing a tripdetermined and followed using the exemplary embodiment of the presentinvention versus an actual driver throttle/speed history where the tripwas determined by an operator. The improved savings is realized becausethe optimization realized by using the exemplary embodiment of thepresent invention produces a driving strategy with both less drag lossand little or no braking loss compared to the trip plan of the operator.

To make the optimization described above computationally tractable, asimplified mathematical model of the train may be employed, such asillustrated in FIG. 2 and the equations discussed above. As illustrated,certain set specifications, such as but not limited to information aboutthe consist, route information, train information, and/or tripinformation, are considered to determine a profile, preferably anoptimized profile. Such factors included in the profile include, but arenot limited to, speed, distance remaining in the mission, and/or fuelused. As disclosed herein, other factors that may be included in theprofile are notch setting and time. One possible refinement to theoptimal profile is produced by driving a more detailed model with theoptimal power sequence generated, to test if other thermal, electrical,and mechanical constraints are violated. This leads to a modifiedprofile with speed versus distance that is closest to a run that can beachieved without harming locomotive or train equipment, i.e., satisfyingadditional implied constraints such as thermal and electrical limits onthe locomotive and inter-car forces in the train. Those skilled in theart will readily recognize how the equations discussed herein areutilized with FIG. 2.

Referring back to FIG. 1, once the trip is started 12, power commandsare generated 14 to put the plan in motion. Depending on the operationalset-up of the exemplary embodiment of the present invention, one commandis for the locomotive to follow the optimized power command 16 so as toachieve the optimal speed. The exemplary embodiment of the presentinvention obtains actual speed and power information from the locomotiveconsist of the train 18. Owing to the inevitable approximations in themodels used for the optimization, a closed-loop calculation ofcorrections to optimized power is obtained to track the desired optimalspeed. Such corrections of train operating limits can be madeautomatically or by the operator, who always has ultimate control of thetrain.

In some cases, the model used in the optimization may differsignificantly from the actual train. This can occur for many reasons,including but not limited to, extra cargo pickups or setouts,locomotives that fail in route, and errors in the initial database 63 ordata entry by the operator. For these reasons a monitoring system is inplace that uses real-time train data to estimate locomotive and/or trainparameters in real time 20. The estimated parameters are then comparedto the assumed parameters used when the trip was initially created 22.Based on any differences in the assumed and estimated values, the tripmay be re-planned 24, should large enough savings accrue from a newplan.

Other reasons a trip may be re-planned include directives from a remotelocation, such as dispatch, and/or the operator requesting a change inobjectives to be consistent with more global movement planningobjectives. Additional global movement planning objectives may include,but are not limited to, other train schedules, allowing exhaust todissipate from a tunnel, maintenance operations, etc. Another reason maybe due to an onboard failure of a component. Strategies for re-planningmay be grouped into incremental and major adjustments depending on theseverity of the disruption, as discussed in more detail below. Ingeneral, a “new” plan must be derived from a solution to theoptimization problem equation (OP) described above, but frequentlyfaster approximate solutions can be found, as described herein.

In operation, the locomotive 42 will continuously monitor systemefficiency and continuously update the trip plan based on the actualefficiency measured, whenever such an update would improve tripperformance. Re-planning computations may be carried out entirely withinthe locomotive(s) or fully or partially moved to a remote location, suchas dispatch or wayside processing facilities where wireless technologyis used to communicate the plans to the locomotive 42. The exemplaryembodiment of the present invention may also generate efficiency trendsthat can be used to develop locomotive fleet data regarding efficiencytransfer functions. The fleet-wide data may be used when determining theinitial trip plan, and may be used for network-wide optimizationtradeoff when considering locations of a plurality of trains. Forexample, the travel-time fuel use tradeoff curve as illustrated in FIG.4 reflects a capability of a train on a particular route at a currenttime, updated from ensemble averages collected for many similar trainson the same route. Thus, a central dispatch facility collecting curveslike FIG. 4 from many locomotives could use that information to bettercoordinate overall train movements to achieve a system-wide advantage infuel use or throughput. As disclosed above, those skilled in the artwill recognize that various fuel types, such as but not limited todiesel fuel, heavy marine fuels, palm oil, bio-diesel, etc., may beused.

Furthermore, as disclosed above, those skilled in the art will recognizethat various energy storage devices may be used. For example, the amountof power withdrawn from a particular source, such as a diesel engine andbatteries, could be optimized so that the maximum fuelefficiency/emission, which may be an objective function, is obtained. Asfurther illustration, suppose the total power demand is 2000 horse power(HP), where the batteries can supply 1500 HP and the engine can supply4400 HP, the optimum point could be when batteries are supplying 1200 HPand engine is supplying 200 HP.

Similarly, the amount of power may also be based on the amount of energystored and the need for the energy in the future. For example, if thereis a long high demand coming for power, the battery could be dischargedat a slower rate. For example if 1000 horsepower hour (HPhr) is storedin the battery and the demand is 4400 HP for the next 2 hours, it may beoptimum to discharge the battery at 800 HP for the next 1.25 hours andtake 3600 HP from the engine for that duration.

Many events in daily operations can lead to a need to generate or modifya currently executing plan, where it desired to keep the same tripobjectives, for example when a train is not on schedule for planned meetor pass with another train and it needs to make up time. Using theactual speed, power and location of the locomotive, a comparison is madebetween a planned arrival time and the currently estimated (predicted)arrival time 25. Based on a difference in the times, as well as thedifference in parameters (detected or changed by dispatch or theoperator), the plan is adjusted 26. This adjustment may be madeautomatically according to a railroad company's desire for how suchdepartures from plan should be handled, or alternatives may be manuallyproposed for the on-board operator and dispatcher to jointly decide thebest way to get back on plan. Whenever a plan is updated but where theoriginal objectives (such as but not limited to arrival time) remain thesame, additional changes may be factored in concurrently, e.g., newfuture speed limit changes, which could affect the feasibility of everrecovering the original plan. In such instances, if the original tripplan cannot be maintained, or in other words the train is unable to meetthe original trip plan objectives, as discussed herein other tripplan(s) may be presented to the operator and/or remote facility, ordispatch.

A re-plan may also be made when it is desired to change the originalobjectives. Such re-planning can be done at either fixed preplannedtimes, manually at the discretion of the operator or dispatcher, orautonomously when predefined limits, such as train operating limits, areexceeded. For example, if the current plan execution is running late bymore than a specified threshold, such as thirty minutes, the exemplaryembodiment of the present invention can re-plan the trip to accommodatethe delay at the expense of increased fuel use, as described above, orto alert the operator and dispatcher how much of the time can be made upat all (i.e., what minimum time to go or the maximum fuel that can besaved within a time constraint). Other triggers for re-plan can also beenvisioned based on fuel consumed or the health of the power consist,including but not limited time of arrival, loss of horsepower due toequipment failure and/or equipment temporary malfunction (such asoperating too hot or too cold), and/or detection of gross setup errors,such as in the assumed train load. That is, if the change reflectsimpairment in the locomotive performance for the current trip, these maybe factored into the models and/or equations used in the optimization.

Changes in plan objectives can also arise from a need to coordinateevents where the plan for one train compromises the ability of anothertrain to meet objectives and arbitration at a different level, e.g. thedispatch office is required. For example, the coordination of meets andpasses may be further optimized through train-to-train communications.Thus, as an example, if a train knows that it is behind schedule inreaching a location for a meet and/or pass, communications from theother train can notify the late train (and/or dispatch). The operatorcan then enter information pertaining to being late into the exemplaryembodiment of the present invention, wherein the exemplary embodimentwill recalculate the train's trip plan. The exemplary embodiment of thepresent invention can also be used at a high level, or network level, toallow a dispatch to determine which train should slow down or speed upshould a scheduled meet and/or pass time constraint may not be met. Asdiscussed herein, this is accomplished by trains transmitting data tothe dispatch to prioritize how each train should change its planningobjective. A choice could be based on either schedule or fuel savingbenefits, depending on the situation.

For any of the manually or automatically initiated re-plans, exemplaryembodiments of the present invention may present more than one trip planto the operator. In an exemplary embodiment the present invention willpresent different profiles to the operator, allowing the operator toselect the arrival time and understand the corresponding fuel and/oremission impact. Such information can also be provided to the dispatchfor similar consideration, either as a simple list of alternatives or asa plurality of tradeoff curves such as illustrated in FIG. 5.

The exemplary embodiment of the present invention has the ability tolearn and adapt to key changes in the train and power consist which canbe incorporated either in the current plan and/or in future plans. Forexample, one of the triggers discussed above is loss of horsepower. Whenbuilding up horsepower over time, either after a loss of horsepower orwhen beginning a trip, transition logic is utilized to determine whendesired horsepower is achieved. This information can be saved in thelocomotive database 61 for use in optimizing either future trips or thecurrent trip should loss of horsepower occur again.

Likewise, in a similar fashion where multiple thrusters are available,each may need to be independently controlled. For example, a marinevessel may have many force producing elements, or thrusters, such as butnot limited to propellers. Each propeller may need to be independentlycontrolled to produce the optimum output. Therefore, utilizingtransition logic, the trip optimizer may determine which propeller tooperate based on what has been learned previously and by adapting to keychanges in the marine vessel's operation.

FIG. 3 depicts various elements that may be part of a trip optimizersystem, according to an exemplary embodiment of the invention. A locatorelement 30 to determine a location of the train 31 is provided. Thelocator element 30 can be a GPS sensor, or a system of sensors, thatdetermines a location of the train 31. Examples of such other systemsmay include, but are not limited to, wayside devices, such as radiofrequency automatic equipment identification (RF AEI) tags, dispatch,and/or video determination. Another system may include the tachometer(s)aboard a locomotive and distance calculations from a reference point. Asdiscussed previously, a wireless communication system 47 may also beprovided to allow for communications between trains and/or with a remotelocation, such as dispatch. Information about travel locations may alsobe transferred from other trains.

A track characterization element 33 to provide information about atrack, principally grade and elevation and curvature information, isalso provided. The track characterization element 33 may include anon-board track integrity database 36. Sensors 38 are used to measure atractive effort 40 being hauled by the locomotive consist 42, throttlesetting of the locomotive consist 42, locomotive consist 42configuration information, speed of the locomotive consist 42,individual locomotive configuration, individual locomotive capability,etc. In an exemplary embodiment the locomotive consist 42 configurationinformation may be loaded without the use of a sensor 38, but is inputin another manner as discussed above. Furthermore, the health of thelocomotives in the consist may also be considered. For example, if onelocomotive in the consist is unable to operate above power notch level5, this information is used when optimizing the trip plan.

Information from the locator element may also be used to determine anappropriate arrival time of the train 31. For example, if there is atrain 31 moving along a track 34 towards a destination and no train isfollowing behind it, and the train has no fixed arrival deadline toadhere to, the locator element, including but not limited to RF AEItags, dispatch, and/or video determination, may be used to gage theexact location of the train 31. Furthermore, inputs from these signalingsystems may be used to adjust the train speed. Using the on-board trackdatabase, discussed below, and the locator element, such as GPS, theexemplary embodiment of the present invention can adjust the operatorinterface to reflect the signaling system state at the given locomotivelocation. In a situation where signal states would indicate restrictivespeeds ahead, the planner may elect to slow the train to conserve fuelconsumption.

Information from the locator element 30 may also be used to changeplanning objectives as a function of distance to destination. Forexample, owing to inevitable uncertainties about congestion along theroute, “faster” time objectives on the early part of a route may beemployed as a hedge against delays that statistically occur later. If ithappens on a particular trip that delays do not occur, the objectives ona latter part of the journey can be modified to exploit the built-inslack time that was banked earlier, and thereby recover some fuelefficiency. A similar strategy could be invoked with respect toemissions restrictive objectives, e.g., approaching an urban area.

As an example of the hedging strategy, if a trip is planned from NewYork to Chicago, the system may have an option to operate the trainslower at either the beginning of the trip or at the middle of the tripor at the end of the trip. The exemplary embodiment of the presentinvention would optimize the trip plan to allow for slower operation atthe end of the trip since unknown constraints, such as but not limitedto weather conditions, track maintenance, etc., may develop and becomeknown during the trip. As another consideration, if traditionallycongested areas are known, the plan is developed with an option to havemore flexibility around these traditionally congested regions.Therefore, the exemplary embodiment of the present invention may alsoconsider weighting/penalty as a function of time/distance into thefuture and/or based on known/past experience. Those skilled in the artwill readily recognize that such planning and re-planning to take intoconsideration weather conditions, track conditions, other trains on thetrack, etc., may be taken into consideration at any time during the tripwherein the trip plan is adjust accordingly.

FIG. 3 further discloses other elements that may be part of theexemplary embodiment of the present invention. A processor 44 isprovided that is operable to receive information from the locatorelement 30, track characterizing element 33, and sensors 38. Analgorithm 46 operates within the processor 44. The algorithm 46 is usedto compute an optimized trip plan based on parameters involving thelocomotive 42, train 31, track 34, and objectives of the mission asdescribed above. In an exemplary embodiment, the trip plan isestablished based on models for train behavior as the train 31 movesalong the track 34 as a solution of non-linear differential equationsderived from physics with simplifying assumptions that are provided inthe algorithm. The algorithm 46 has access to the information from thelocator element 30, track characterizing element 33, and/or sensors 38to create a trip plan minimizing fuel consumption of a locomotiveconsist 42, minimizing emissions of a locomotive consist 42,establishing a desired trip time, and/or ensuring proper crew operatingtime aboard the locomotive consist 42. In an exemplary embodiment, adriver or operator, and/or controller element, 51 is also provided. Asdiscussed herein the controller element 51 is used for controlling thetrain as it follows the trip plan. In an exemplary embodiment discussedfurther herein, the controller element 51 makes train operatingdecisions autonomously. In another exemplary embodiment the operator maybe involved with directing the train to follow the trip plan.

A feature of the exemplary embodiment of the present invention is theability to initially create and quickly modify “on the fly” any planthat is being executed. This includes creating the initial plan when along distance is involved, owing to the complexity of the planoptimization algorithm. When a total length of a trip profile exceeds agiven distance, an algorithm 46 may be used to segment the mission,wherein the mission may be divided by waypoints. Though only a singlealgorithm 46 is discussed, those skilled in the art will readilyrecognize that more than one algorithm may be used (or that the samealgorithm may be executed a plurality of times), wherein the algorithmsmay be connected together. The waypoint may include natural locationswhere the train 31 stops, such as, but not limited to, sidings where ameet with opposing traffic (or pass with a train behind the currenttrain) is scheduled to occur on a single-track rail, or at yard sidingsor industry where cars are to be picked up and set out, and locations ofplanned work. At such waypoints, the train 31 may be required to be atthe location at a scheduled time and be stopped or moving with speed ina specified range. The time duration from arrival to departure atwaypoints is called “dwell time.”

In an exemplary embodiment, the present invention is able to break downa longer trip into smaller segments in a special systematic way. Eachsegment can be somewhat arbitrary in length, but is typically picked ata natural location such as a stop or significant speed restriction, orat key mileposts that define junctions with other routes. Given apartition, or segment, selected in this way, a driving profile iscreated for each segment of track as a function of travel time taken asan independent variable, such as shown in FIG. 4. The fuelused/travel-time tradeoff associated with each segment can be computedprior to the train 31 reaching that segment of track. A total trip plancan be created from the driving profiles created for each segment. Theexemplary embodiment of the invention distributes travel time amongstall the segments of the trip in an optimal way so that the total triptime required is satisfied and total fuel consumed over all the segmentsis as small as possible. An exemplary 3-segment trip is disclosed inFIG. 6 and discussed below. Those skilled in the art will recognizehowever, through segments are discussed, the trip plan may comprise asingle segment representing the complete trip.

FIG. 4 depicts an exemplary embodiment of a fuel-use/travel time curve50. As mentioned previously, such a curve 50 is created when calculatingan optimal trip profile for various travel times for each segment. Thatis, for a given travel time 49, fuel used 53 is the result of a detaileddriving profile computed as described above. Once travel times for eachsegment are allocated, a power/speed plan is determined for each segmentfrom the previously computed solutions. If there are any waypointconstraints on speed between the segments, such as, but not limited to,a change in a speed limit, they are matched up during creation of theoptimal trip profile. If speed restrictions change in only a singlesegment, the fuel use/travel-time curve 50 has to be re-computed foronly the segment changed. This reduces time for having to re-calculatemore parts, or segments, of the trip. If the locomotive consist or trainchanges significantly along the route, e.g., from loss of a locomotiveor pickup or set-out of cars, then driving profiles for all subsequentsegments must be recomputed, thereby creating new instances of the curve50. These new curves 50 would then be used along with new scheduleobjectives to plan the remaining trip.

Once a trip plan is created as discussed above, a trajectory of speedand power versus distance is used to reach a destination with minimumfuel use and/or emissions at the required trip time. There are severalways in which to execute the trip plan. As provided below in moredetail, in an exemplary embodiment, when in an operator “coaching” mode,information is displayed to the operator for the operator to follow toachieve the required power and speed determined according to the optimaltrip plan. In this mode, the operating information includes suggestedoperating conditions that the operator should use. In another exemplaryembodiment, acceleration and maintaining a constant speed areautonomously performed. However, when the train 31 must be slowed, theoperator is responsible for applying a braking system 52. In anotherexemplary embodiment of the present invention, commands for powering andbraking are provided as required to follow the desired speed-distancepath.

Feedback control strategies are used to provide corrections to the powercontrol sequence in the profile to correct for events such as, but notlimited to, train load variations caused by fluctuating head windsand/or tail winds. Another such error may be caused by an error in trainparameters, such as, but not limited to, train mass and/or drag, whencompared to assumptions in the optimized trip plan. A third type oferror may occur with information contained in the track database 36.Another possible error may involve un-modeled performance differencesdue to the locomotive engine, traction motor thermal duration and/orother factors. Feedback control strategies compare the actual speed as afunction of position to the speed in the desired optimal profile. Basedon this difference, a correction to the optimal power profile is addedto drive the actual velocity toward the optimal profile. To ensurestable regulation, a compensation algorithm may be provided whichfilters the feedback speeds into power corrections so thatclosed-performance stability is ensured. Compensation may includestandard dynamic compensation as used by those skilled in the art ofcontrol system design to meet performance objectives.

Exemplary embodiments of the present invention allow the simplest andtherefore fastest means to accommodate changes in trip objectives, whichis the rule, rather than the exception in railroad operations. In anexemplary embodiment, to determine the fuel-optimal trip from point A topoint B where there are stops along the way, and for updating the tripfor the remainder of the trip once the trip has begun, a sub-optimaldecomposition method is usable for finding an optimal trip profile.Using modeling methods, the computation method can find the trip planwith specified travel time and initial and final speeds, so as tosatisfy all the speed limits and locomotive capability constraints whenthere are stops. Though the following discussion is directed towardsoptimizing fuel use, it can also be applied to optimize other factors,such as, but not limited to, emissions, schedule, crew comfort, and loadimpact. The method may be used at the outset in developing a trip plan,and more importantly to adapting to changes in objectives afterinitiating a trip.

As discussed herein, exemplary embodiments of the present invention mayemploy a setup as illustrated in the exemplary flow chart depicted inFIG. 5, and as an exemplary segment example depicted in detail in FIG.6. As illustrated, the trip may be broken into two or more segments, T1,T2, and T3. (As noted above, it is possible to consider the trip as asingle segment.) As discussed herein, the segment boundaries may notresult in equal segments. Instead, the segments may use natural ormission specific boundaries. Optimal trip plans are pre-computed foreach segment. If fuel use versus trip time is the trip object to be met,fuel versus trip time curves are built for each segment. As discussedherein, the curves may be based on other factors, wherein the factorsare objectives to be met with a trip plan. When trip time is theparameter being determined, trip time for each segment is computed whilesatisfying the overall trip time constraints. FIG. 6 illustrates speedlimits 97 for an exemplary segment, 200-mile (321.9 kilometers) trip.Further illustrated are grade changes 98 over the 200-mile (321.9kilometers) trip. A combined chart 99 illustrating curves for eachsegment of the trip of fuel used over the travel time is also shown.

Using the optimal control setup described previously, the presentcomputation method can find the trip plan with specified travel time andinitial and final speeds, so as to satisfy all the speed limits andlocomotive capability constraints when there are stops. Though thefollowing detailed discussion is directed towards optimizing fuel use,it can also be applied to optimize other factors as discussed herein,such as, but not limited to, emissions. A key flexibility is toaccommodate desired dwell time at stops and to consider constraints onearliest arrival and departure at a location as may be required, forexample, in single-track operations where the time to be in or get by asiding is critical.

Exemplary embodiments of the present invention find a fuel-optimal tripfrom distance D₀ to D_(M), traveled in time T, with M-1 intermediatestops at D₁, . . . , D_(M-1), and with the arrival and departure timesat these stops constrained by:t _(min)(i)≦t _(arr)(D _(i))≦t _(max)(i)−Δt _(i)t _(arr)(D _(i))+Δt _(i) ≦t _(dep)(D _(i))≦t _(max)(i)i=1, . . . , M-1where t_(arr)(D_(i)), t_(dep)(D_(i)), and Δt_(i) are the arrival,departure, and minimum stop time at the i^(th) stop, respectively.Assuming that fuel-optimality implies minimizing stop time, thereforet_(dep)(D_(i))=t_(arr)(D_(i))+Δt_(i) which eliminates the secondinequality above. Suppose for each i=1, . . . , M, the fuel-optimal tripfrom D_(i-1) to D_(i) for travel time t, T_(min)(i)≦t≦T_(max) (i), isknown. Let F_(i)(t) be the fuel-use corresponding to this trip. If thetravel time from D_(j-1) to D_(j) is denoted T_(j), then the arrivaltime at D_(i) is given by:

${i.\mspace{14mu}{t_{arr}\left( D_{i} \right)}} = {\sum\limits_{j = 1}^{i}\left( {T_{j} + {\Delta\; t_{j - 1}}} \right)}$where Δt₀ is defined to be zero. The fuel-optimal trip from D₀ to D_(M)for travel time T is then obtained by finding T_(i), i=1, . . . , M,which minimize:

${{ii}.\mspace{14mu}{\sum\limits_{i = 1}^{M}{{F_{i}\left( T_{i} \right)}{T_{\min}(i)}}}} \leq T_{i} \leq {T_{\max}(i)}$subject to:

${{{{iii}.\mspace{14mu}{t_{m\; i\; n}(i)}} \leq {\sum\limits_{j = 1}^{i}\left( {T_{j} + {\Delta\; t_{j - 1}}} \right)} \leq {{t_{m\;{ax}}(i)} - {\Delta\; t_{i}\mspace{11mu} i}}} = 1},\ldots\mspace{14mu},{M - 1}$${{iv}.\mspace{11mu}{\sum\limits_{j = 1}^{M}\left( {T_{j} + {\Delta\; t_{j - 1}}} \right)}} = T$

Once a trip is underway, the issue is re-determining the fuel-optimalsolution for the remainder of a trip (originally from D₀ to D_(M) intime T) as the trip is traveled, but where disturbances precludefollowing the fuel-optimal solution. Let the current distance and speedbe x and v, respectively, where D_(i-1)<x≦D_(i). Also, let the currenttime since the beginning of the trip be t_(act). Then the fuel-optimalsolution for the remainder of the trip from x to D_(M), which retainsthe original arrival time at D_(M), is obtained by finding {tilde over(T)}₁, T_(j), j=i+1 . . . M, which minimize:

${i.\mspace{14mu}{{\overset{\sim}{F}}_{i}\left( {{\overset{\sim}{T}}_{i},x,v} \right)}} + {\sum\limits_{j = {i + 1}}^{M}{F_{j}\left( T_{j} \right)}}$subject to:

${{ii}.\mspace{14mu}{t_{m\; i\; n}(i)}} \leq {t_{act} + {\overset{\sim}{T}}_{i}} \leq {{t_{m\;{ax}}(i)} - {\Delta\; t_{i}}}$${{{{iii}.\mspace{14mu}{t_{m\; i\; n}(k)}} \leq {t_{act} + {\overset{\sim}{T}}_{i} + {\sum\limits_{j = {i + 1}}^{k}\left( {T_{j} + {\Delta\; t_{j - 1}}} \right)}} \leq {{t_{m\;{ax}}(k)} - {\Delta\; t_{k}\mspace{14mu} k}}} = {i + 1}},\ldots\mspace{14mu},{{M - {1\mspace{11mu}{{iv}.\mspace{14mu} t_{act}}} + {\overset{\sim}{T}}_{i} + {\sum\limits_{j = {i + 1}}^{M}\left( {T_{j} + {\Delta\; t_{j - 1}}} \right)}} = T}$Here, {tilde over (F)}_(i)(t, x, v) is the fuel-used of the optimal tripfrom x to D_(i), traveled in time t, with initial speed at x of v.

As discussed above, an exemplary way to enable more efficientre-planning is to construct the optimal solution for a stop-to-stop tripfrom partitioned segments. For the trip from D_(i-1) to D_(i), withtravel time T₁, choose a set of intermediate points D_(ij), j=N_(i)−1.Let D_(i0)=D_(i-1) and D_(iN) _(i) =D_(i). Then express the fuel-use forthe optimal trip from D_(i-1) to D_(i) as:

${i.\mspace{14mu}{F_{i}(t)}} + {\sum\limits_{j = 1}^{N_{i}}{f_{ij}\left( {{t_{ij} - t_{i,{j - 1}}},v_{i,{j - 1}},v_{ij}} \right)}}$where f_(ij)(t,v_(i,j-1),v_(ij)) is the fuel-use for the optimal tripfrom D_(i,j-1) to D_(ij), traveled in time t, with initial and finalspeeds of v_(i,j-1) and v_(ij). Furthermore, t_(ij) is the time in theoptimal trip corresponding to distance D_(ij). By definition, t_(iN)_(i) −t_(i0)=T_(i). Since the train is stopped at D_(i0) and D_(iN) _(i), V_(i0)=V_(iN) _(i) =0.

The above expression enables the function F_(i)(t) to be alternativelydetermined by first determining the functions f_(ij)(.), 1≦j≦N_(i), thenfinding τ_(ij), 1≦j≦N_(i) and v_(ij), 1≦j≦N_(i), which minimize:

${i.\mspace{14mu}{F_{i}(t)}} = {\sum\limits_{j = 1}^{N_{i}}{f_{ij}\left( {\tau_{ij},v_{i,{j - 1}},v_{ij}} \right)}}$subject to:

${{ii}.\mspace{14mu}{\sum\limits_{j = 1}^{N_{i}}\tau_{ij}}} + T_{i\;}$iii.  v_(min)(i, j) ≤ v_(ij) ≤ v_(max)(i, j)  j = 1, …  , N_(i) − 1iv.  v_(i 0) = v_(iN_(i)) = 0By choosing D_(ij) (e.g., at speed restrictions or meeting points),v_(max) (i, j)−v_(min)(i, j) can be minimized, thus minimizing thedomain over which f_(ij)( ) needs to be known.

Based on the partitioning above, a simpler suboptimal re-planningapproach than that described above is to restrict re-planning to timeswhen the train is at distance points D_(ij), 1≦i≦M, 1≦j≦N_(i). At pointD_(ij), the new optimal trip from D_(ij) to D_(M) can be determined byfinding τ_(ik), j<k≦N_(i), v_(ik), j<k<N_(i), and τ_(min), i<m≦M,1≦n≦N_(m), v_(mn), i<m≦M, 1≦n<N_(m), which minimize:

${i.\mspace{14mu}{\sum\limits_{k = {j + 1}}^{N_{i}}{f_{ij}\left( {\tau_{ik},v_{i,{k - 1}},v_{ik}} \right)}}} + {\sum\limits_{m = {i + 1}}^{M}{\sum\limits_{n = 1}^{N_{m}}{f_{mn}\left( {\tau_{mn},v_{m,{n - 1}},v_{mn}} \right)}}}$subject to:

${{ii}.\mspace{14mu}{t_{\min}(i)}} \leq {t_{act} + {\sum\limits_{k = {j + 1}}^{N_{i}}\tau_{ik}}} \leq {{t_{\max}(i)} - {\Delta\; t_{i}}}$${{{{iii}.\mspace{14mu}{t_{\min}(n)}} \leq {t_{act} + {\sum\limits_{k = {j + 1}}^{N_{i}}\tau_{ik}} + {\sum\limits_{m = {i + 1}}^{n}\left( {T_{m} + {\Delta\; t_{m - 1}}} \right)}} \leq {{t_{\max}(n)} - {\Delta\; t_{n}\mspace{14mu} n}}} = {i + 1}},\ldots\mspace{14mu},{M - 1}$${{{iv}.\mspace{14mu} t_{act}} + {\sum\limits_{k = {j + 1}}^{N_{i}}\tau_{ik}} + {\sum\limits_{m = {i + 1}}^{M}\left( {T_{m} + {\Delta\; t_{m - 1}}} \right)}} = T$where:

${v.\mspace{14mu} T_{m}} = {\sum\limits_{n = 1}^{N_{m}}\tau_{mn}}$

A further simplification is obtained by waiting on the re-computation ofT_(m), i<m≦M, until distance point D_(i) is reached. In this way, atpoints D_(ij) between D_(i-1) and D_(i), the minimization above needsonly be performed over τ_(ik), j<k≦N_(i), v_(ik), j<k≦N_(i). T_(i) isincreased as needed to accommodate any longer actual travel time fromD_(i-1) to D_(ij) than planned. This increase is later compensated, ifpossible, by the re-computation of T_(m), i<m≦M, at distance pointD_(i).

With respect to the closed-loop configuration disclosed above, the totalinput energy required to move a train 31 from point A to point Bconsists of the sum of four components, specifically, difference inkinetic energy between points A and B; difference in potential energybetween points A and B; energy loss due to friction and other draglosses; and energy dissipated by the application of brakes. Assuming thestart and end speeds to be equal (e.g., stationary), the first componentis zero. Furthermore, the second component is independent of drivingstrategy. Thus, it suffices to minimize the sum of the last twocomponents.

Following a constant speed profile minimizes drag loss. Following aconstant speed profile also minimizes total energy input when braking isnot needed to maintain constant speed. However, if braking is requiredto maintain constant speed, applying braking just to maintain constantspeed will most likely increase total required energy because of theneed to replenish the energy dissipated by the brakes. A possibilityexists that some braking may actually reduce total energy usage if theadditional brake loss is more than offset by the resultant decrease indrag loss caused by braking, by reducing speed variation.

After completing a re-plan from the collection of events describedabove, the new optimal notch/speed plan can be followed using the closedloop control described herein. However, in some situations there may notbe enough time to carry out the segment decomposed planning describedabove, and particularly when there are critical speed restrictions thatmust be respected, an alternative is needed. Exemplary embodiments ofthe present invention accomplish this with an algorithm referred to as“smart cruise control.” The smart cruise control algorithm is anefficient way to generate, on the fly, an energy-efficient (hencefuel-efficient) sub-optimal prescription for driving the train 31 over aknown terrain. This algorithm assumes knowledge of the position of thetrain 31 along the track 34 at all times, as well as knowledge of thegrade and curvature of the track versus position. The method relies on apoint-mass model for the motion of the train 31, whose parameters may beadaptively estimated from online measurements of train motion asdescribed earlier.

The smart cruise control algorithm has three principal components,specifically, a modified speed limit profile that serves as anenergy-efficient (and/or emissions efficient or any other objectivefunction) guide around speed limit reductions; an ideal throttle ordynamic brake setting profile that attempts to balance betweenminimizing speed variation and braking; and a mechanism for combiningthe latter two components to produce a notch command, employing a speedfeedback loop to compensate for mismatches of modeled parameters whencompared to reality parameters. Smart cruise control can accommodatestrategies in exemplary embodiments of the present invention that do noactive braking (e.g., the driver is signaled and assumed to provide therequisite braking) or a variant that does active braking.

With respect to the cruise control algorithm that does not controldynamic braking, the three exemplary components are a modified speedlimit profile that serves as an energy-efficient guide around speedlimit reductions, a notification signal directed to notify the operatorwhen braking should be applied, an ideal throttle profile that attemptsto balance between minimizing speed variations and notifying theoperator to apply braking, a mechanism employing a feedback loop tocompensate for mismatches of model parameters to reality parameters.

Also included in exemplary embodiments of the present invention is anapproach to identify key parameter values of the train 31. For example,with respect to estimating train mass, a Kalman filter and a recursiveleast-squares approach may be utilized to detect errors that may developover time.

FIG. 7 depicts an exemplary flow chart of the present invention. Asdiscussed previously, a remote facility, such as a dispatch 60, canprovide information. As illustrated, such information is provided to anexecutive control element 62. Also supplied to the executive controlelement 62 is information from a locomotive modeling database 63,information from a track database 36 such as, but not limited to, trackgrade information and speed limit information, estimated trainparameters such as, but not limited to, train weight and dragcoefficients, and fuel rate tables from a fuel rate estimator 64. Theexecutive control element 62 supplies information to the planner 12,which is disclosed in more detail in FIG. 1. Once a trip plan has beencalculated, the plan is supplied to a driving advisor, driver, orcontroller element 51. The trip plan is also supplied to the executivecontrol element 62 so that it can compare the trip when other new datais provided.

As discussed above, the driving advisor 51 can automatically set a notchpower, either a pre-established notch setting or an optimum continuousnotch power. In addition to supplying a speed command to the locomotive42, a display 68 is provided so that the operator can view what theplanner has recommended. The operator also has access to a control panel69. Through the control panel 69 the operator can decide whether toapply the notch power recommended. Towards this end, the operator maylimit a targeted or recommended power. That is, at any time the operatoralways has final authority over what power setting the locomotiveconsist will operate at. This includes deciding whether to apply brakingif the trip plan recommends slowing the train 31. For example, ifoperating in dark territory, or where information from wayside equipmentcannot electronically transmit information to a train and instead theoperator views visual signals from the wayside equipment, the operatorinputs commands based on information contained in the track database andvisual signals from the wayside equipment. Based on how the train 31 isfunctioning, information regarding fuel measurement is supplied to thefuel rate estimator 64. Since direct measurement of fuel flows is nottypically available in a locomotive consist, all information on fuelconsumed so far within a trip and projections into the future followingoptimal plans is carried out using calibrated physics models such asthose used in developing the optimal plans. For example, suchpredictions may include, but are not limited to, the use of measuredgross horse-power and known fuel characteristics and emissionscharacteristics to derive the cumulative fuel used and emissionsgenerated.

The train 31 also has a locator device 30 such as a GPS sensor, asdiscussed above. Information is supplied to the train parametersestimator 65. Such information may include, but is not limited to, GPSsensor data, tractive/braking effort data, braking status data, speed,and any changes in speed data. With information regarding grade andspeed limit information, train weight and drag coefficients informationis supplied to the executive control element 62.

Exemplary embodiments of the present invention may also allow for theuse of continuously variable power throughout the optimization planningand closed loop control implementation. In a conventional locomotive,power is typically quantized to eight discrete levels. Modem locomotivescan realize continuous variation in horsepower which may be incorporatedinto the previously described optimization methods. With continuouspower, the locomotive 42 can further optimize operating conditions,e.g., by minimizing auxiliary loads and power transmission losses, andfine tuning engine horsepower regions of optimum efficiency, or topoints of increased emissions margins. Example include, but are notlimited to, minimizing cooling system losses, adjusting alternatorvoltages, adjusting engine speeds, and reducing number of powered axles.Further, the locomotive 42 may use the on-board track database 36 andthe forecasted performance requirements to minimize auxiliary loads andpower transmission losses to provide optimum efficiency for the targetfuel consumption/emissions. Examples include, but are not limited to,reducing a number of powered axles on flat terrain and pre-cooling thelocomotive engine prior to entering a tunnel.

Exemplary embodiments of the present invention may also use the on-boardtrack database 36 and the forecasted performance to adjust thelocomotive performance, such as to insure that the train has sufficientspeed as it approaches a hill and/or tunnel. For example, this could beexpressed as a speed constraint at a particular location that becomespart of the optimal plan generation created solving the equation (OP).Additionally, exemplary embodiments of the present invention mayincorporate train-handling rules, such as, but not limited to, tractiveeffort ramp rates and maximum braking effort ramp rates. These may beincorporated directly into the formulation for optimum trip profile oralternatively incorporated into the closed loop regulator used tocontrol power application to achieve the target speed.

In one embodiment, the present invention is only installed on a leadlocomotive of the train consist. Even though exemplary embodiments ofthe present invention are not dependant on data or interactions withother locomotives, it may be integrated with a consist manager, asdisclosed in U.S. Pat. No. 6,691,957 and U.S. Pat. No. 7,021,588 (ownedby the Assignee and both incorporated by reference), functionalityand/or a consist optimizer functionality to improve efficiency.Interaction with multiple trains is not precluded, as illustrated by theexample of dispatch arbitrating two “independently optimized” trainsdescribed herein.

Trains with distributed power systems can be operated in differentmodes. One mode is where all locomotives in the train operate at thesame notch command. So if the lead locomotive is commanding motoring—N8,all units in the train will be commanded to generate motoring—N8 power.Another mode of operation is “independent” control. In this mode,locomotives or sets of locomotives distributed throughout the train canbe operated at different motoring or braking powers. For example, as atrain crests a mountaintop, the lead locomotives (on the down slope ofmountain) may be placed in braking, while the locomotives in the middleor at the end of the train (on the up slope of mountain) may be inmotoring. This is done to minimize tensile forces on the mechanicalcouplers that connect the railcars and locomotives. Traditionally,operating the distributed power system in “independent” mode requiredthe operator to manually command each remote locomotive or set oflocomotives via a display in the lead locomotive. Using the physicsbased planning model, train set-up information, on-board track database,on-board operating rules, location determination system, real-timeclosed loop power/brake control, and sensor feedback, the system is ableto automatically operate the distributed power system in “independent”mode.

When operating in distributed power, the operator in a lead locomotivecan control operating functions of remote locomotives in the remoteconsists via a control system, such as a distributed power controlelement. Thus when operating in distributed power, the operator cancommand each locomotive consist to operate at a different notch powerlevel (or one consist could be in motoring and another could be inbraking), wherein each individual locomotive in the locomotive consistoperates at the same notch power. In an exemplary embodiment, with anexemplary embodiment of the present invention installed on the train,preferably in communication with the distributed power control element,when a notch power level for a remote locomotive consist is desired asrecommended by the optimized trip plan, the exemplary embodiment of thepresent invention will communicate this power setting to the remotelocomotive consists for implementation. As discussed below, the same istrue regarding braking.

Exemplary embodiments of the present invention may be used with consistsin which the locomotives are not contiguous, e.g., with 1 or morelocomotives up front and others in the middle and/or at the rear fortrain. Such configurations are called distributed power, wherein thestandard connection between the locomotives is replaced by radio link orauxiliary cable to link the locomotives externally. When operating indistributed power, the operator in a lead locomotive can controloperating functions of remote locomotives in the consist via a controlsystem, such as a distributed power control element. In particular, whenoperating in distributed power, the operator can command each locomotiveconsist to operate at a different notch power level (or one consistcould be in motoring and other could be in braking), wherein eachindividual in the locomotive consist operates at the same notch power.

In an exemplary embodiment, with an exemplary embodiment of the presentinvention installed on the train, preferably in communication with thedistributed power control element, when a notch power level for a remotelocomotive consist is desired as recommended by the optimized trip plan,the exemplary embodiment of the present invention will communicate thispower setting to the remote locomotive consists for implementation. Asdiscussed below, the same is true regarding braking. When operating withdistributed power, the optimization problem previously described can beenhanced to allow additional degrees of freedom, in that each of theremote units can be independently controlled from the lead unit. Thevalue of this is that additional objectives or constraints relating toin-train forces may be incorporated into the performance function,assuming the model to reflect the in-train forces is also included.Thus, exemplary embodiments of the present invention may include the useof multiple throttle controls to better manage in-train forces as wellas fuel consumption and emissions.

In a train utilizing a consist manager, the lead locomotive in alocomotive consist may operate at a different notch power setting thanother locomotives in that consist. The other locomotives in the consistoperate at the same notch power setting. Exemplary embodiments of thepresent invention may be utilized in conjunction with the consistmanager to command notch power settings for the locomotives in theconsist. Thus, based on exemplary embodiments of the present invention,since the consist manager divides a locomotive consist into two groups,namely, lead locomotive and trail units, the lead locomotive will becommanded to operate at a certain notch power and the trail locomotivesare commanded to operate at another certain notch power. In an exemplaryembodiment the distributed power control element may be the systemand/or apparatus where this operation is housed.

Likewise, when a consist optimizer is used with a locomotive consist,exemplary embodiments of the present invention can be used inconjunction with the consist optimizer to determine notch power for eachlocomotive in the locomotive consist. For example, suppose that a tripplan recommends a notch power setting of 4 for the locomotive consist.Based on the location of the train, the consist optimizer will take thisinformation and then determine the notch power setting for eachlocomotive in the consist. In this implementation, the efficiency ofsetting notch power settings over intra-train communication channels isimproved. Furthermore, as discussed above, implementation of thisconfiguration may be performed utilizing the distributed control system.

Furthermore, as discussed previously, exemplary embodiments of thepresent invention may be used for continuous corrections and re-planningwith respect to when the train consist uses braking based on upcomingitems of interest, such as but not limited to, railroad crossings, gradechanges, approaching sidings, approaching depot yards, and approachingfuel stations, where each locomotive in the consist may require adifferent braking option. For example, if the train is coming over ahill, the lead locomotive may have to enter a braking condition, whereasthe remote locomotives, having not reached the peak of the hill may haveto remain in a motoring state.

FIGS. 8, 9, and 10 depict exemplary illustrations of dynamic displaysfor use by the operator. As shown in FIG. 8, a trip profile 72 isprovided in the form of a rolling map 400. Within the profile a location73 of the locomotive is provided. Such information as train length 105and the number of cars 106 in the train is also provided. Displayelements are also provided regarding track grade 107, curve and waysideelements 108, including bridge location 109, and train speed 110. Thedisplay 68 allows the operator to view such information and also seewhere the train is along the route. Information pertaining to distanceand/or estimated time of arrival to such locations as crossings 112,signals 114, speed changes 116, landmarks 118, and destinations 120 isprovided. An arrival time management tool 125 is also provided to allowthe user to determine the fuel savings that is being realized during thetrip. The operator has the ability to vary arrival times 127 and witnesshow this affects the fuel savings. As discussed herein, those skilled inthe art will recognize that fuel saving is an exemplary example of onlyone objective that can be reviewed with a management tool. Towards thisend, depending on the parameter being viewed, other parameters discussedherein can be viewed and evaluated with a management tool that isvisible to the operator. The operator is also provided information abouthow long the crew has been operating the train. In exemplary embodimentstime and distance information may either be illustrated as the timeand/or distance until a particular event and/or location, or it mayprovide a total time.

As illustrated in FIG. 9, an exemplary display provides informationabout consist data 130, an events and situation graphic 132, an arrivaltime management tool 134, and action keys 136. Similar information asdiscussed above is provided in this display as well. This display 68also provides action keys 138 to allow the operator to re-plan as wellas to disengage 140 exemplary embodiments of the present invention.

FIG. 10 depicts another exemplary embodiment of the display. Datatypical of a modem locomotive including air-brake status 71, analogspeedometer with digital insert, or indicator, 74, and information abouttractive effort in pounds force (or traction amps for DC locomotives) isvisible. An indicator 74 is provided to show the current optimal speedin the plan being executed, as well as an accelerometer graphic tosupplement the readout in mph/minute. Important new data for optimalplan execution is in the center of the screen, including a rolling stripgraphic 76 with optimal speed and notch setting versus distance comparedto the current history of these variables. In this exemplary embodiment,the location of the train is derived using the locator element. Asillustrated, the location is provided by identifying how far the trainis away from its final destination, an absolute position, an initialdestination, an intermediate point, and/or an operator input.

The strip chart provides a look-ahead to changes in speed required tofollow the optimal plan, which is useful in manual control, and monitorsplan versus actual during automatic control. As discussed herein, suchas when in the coaching mode, the operator can follow either the notchor speed suggested by exemplary embodiments of the present invention.The vertical bar gives a graphic of desired and actual notch, which arealso displayed digitally below the strip chart. When continuous notchpower is utilized, as discussed above, the display will simply round tothe closest discrete equivalent. The display may be an analog display sothat an analog equivalent or a percentage or actual horse power/tractiveeffort is displayed.

Critical information on trip status is displayed on the screen, andshows the current grade the train is encountering 88, either by the leadlocomotive, a location elsewhere along the train, or an average over thetrain length. A distance traveled so far in the plan 90, cumulative fuelused 92, where the next stop is planned 94 (or a distance awaytherefrom), current and projected arrival time 96, and expected time tobe at next stop are also disclosed. The display 68 also shows themaximum possible time to destination possible with the computed plansavailable. If a later arrival was required, a re-plan would be carriedout. Delta plan data shows status for fuel and schedule ahead or behindthe current optimal plan. Negative numbers mean less fuel or earlycompared to plan, positive numbers mean more fuel or late compared toplan, and typically trade-off in opposite directions (slowing down tosave fuel makes the train late and conversely).

At all times, these displays 68 give the operator a snapshot of where hestands with respect to the currently instituted driving plan. Thisdisplay is for illustrative purpose only as there are many other ways ofdisplaying/conveying this information to the operator and/or dispatch.Towards this end, the information disclosed herein could be intermixedto provide a display different than the ones disclosed.

FIG. 11 depicts another exemplary illustration of a dynamic display foruse by the operator. In this display, the current location, grade, speedlimit, plan speed and fuel saved are displayed as current numericalvalues rather than in graphical form. In this display, the use of anevent list is used to inform the operator of upcoming events orlandmarks rather than a rolling map or chart.

In an additional exemplary embodiment of the present invention, a methodmay be utilized to enter train manifest and general track bulletininformation on the locomotive. Such information may be entered manuallyusing the existing operating displays 68 or a new input device. Also,train manifest and general track bulletin information may be enteredthrough a maintenance access point, using portable media or via portabletest unit program. Additionally, such information may be entered througha wireless transfer through a railroad communications network, asanother exemplary example. The amount of train manifest and generaltrack bulletin information can be configured based upon the type of dataentry method. For example, the per car load information may not beincluded if data entry is performed manually, but could be included ifdata entry is via wireless data transfer.

Regarding the information display for an exemplary embodiment of thetrip optimizer, certain features and functions may be utilized by theoperator. For example, a rolling map 400, as is illustrated in FIGS.8-10, 12, 16, 17, 19, in which each data element is distinguishable fromothers, be may be utilized. Such a rolling map 400 may provide suchinformation as a speed limit, whether it be a civil, temporary, turnout,signal imposed, work zones, terrain information and/or track warrant.The types of speed limits can be presented to be distinguishable fromone another. Additionally, such a rolling map may provide trip planspeed information or actual speed, trip plan notch or actual notch, tripplan horsepower by the consist or the locomotive, trip plantractive/brake effort or actual tractive/brake effort, and trip planfuel consumption planned versus actual by any of the train, locomotiveor locomotive consist. The information display may additionally displaya list of events, such as is further illustrated in FIG. 11, instead ofthe rolling map, where such events may include a current milepost, listof events by an upcoming milepost, a list of events for alternateroutes, or shaded events that are not on a current route, for example.Additionally, the information display may provide a scrolling functionor scaling function to see the entire display data. A query function mayalso be provided to display any section of the track or the plan data.

The information display, in addition to those features mentioned above,may also provide a map with a variable setting of the x-axis, includingexpanded and compressed views on the screen, such as is illustrated inFIG. 13. For example, the first 3 miles (4.828 kilometers) 402 may beviewed in the normal view, while the next 10 miles (16.09 kilometers)404 may be viewed in the compressed view at the end of the rolling map400. This expanded and compressed view could be a function of speed (forexample at low speeds short distances are visible in detail and highspeeds longer distances are visible), as a function of the type oftrain, as a function of the terrain variations, as a function ofactivity (example grade crossings, signal lights etc). Additionally, asis illustrated in FIG. 14, the information display may show historicaldata for the trip by horsepower/ton, and show current fuel savingsversus historical fuel savings.

Additionally, as is further illustrated in FIGS. 15-17, the exemplaryembodiment of the present invention may include a display of impendingactions which form a unique set of data and features available on thedisplay to the operator as a function of the trip optimizer. Such itemsmay include, but are not limited to a unique display of tractive effort(TE)/buffer (Buff) forces in the train and the limit, a display of thepoint in the train where peak forces exist, a display of the “reasons”for the actions of the system. This information may be displayed at alltimes, and not just when the powered system is operating in an automaticand/or autonomous mode. The display may be modified as a function of thelimit in effect, such as train forces, acceleration, etc.

For example, FIG. 15 discloses an exemplary visual train state graphicrepresenting magnitude of a stretched or bunched train state. A train 42is illustrated where part of the train 42 is in a valley 406 and anotherpart is on a crest 408. FIG. 15A is a graphical representation that thestretch of the train over the crest is acceptable and that the bunch inthe valley is also acceptable. FIG. 15B illustrates that due to brakingtoo hard when leaving the valley, run-in, more specifically a situationwhen the cars on the train may run into each other, is building up inthe train. FIG. 15C illustrates a situation where the train has beenaccelerated too quickly as it leaves the valley, creating a run-out, orpull between the cars, moving back through the train. The forces may beillustrated a plurality of ways including with an addition of color whenthe forces are increasing or by larger symbols where forces areincreasing.

The graphics illustrated in FIGS. 15A-C may be included in the display,rolling map 400 disclosed in FIG. 16. The exemplary displays disclosedherein may also be used to train operators. For example, when operatingin an automatic or autonomous mode, trip optimization information,including handling maneuvers, is displayed to the operator to assist theoperator in learning. For a small portion of the mission, typicallyselected by the railroad owner, the trip optimizer will release controlof the powered system to the operator for manual control. Data logscapturing information pertaining to the operator's performance. While inmanual mode, train state information and associated handling informationis still provided via the display to the operator.

FIG. 17 discloses a display illustrating an exemplary embodiment of anapproach for displaying in-train forces to an operator. FIGS. 15A-Cdisclosed one exemplary approach to illustrate in-train forces. Inanother exemplary embodiment symbols 409 are provided where a number ofthe symbols 409 further illustrate the extent of in-train forces. Basedon the direction of the symbols the direction may illustrate thedirection of the forces.

In the exemplary embodiment of the invention, a display of informationregarding arrival time management may be shown. The arrival time may beshown on the operational display and can be selectively shown by thecustomer. The arrival time data may be shown on the rolling map, such asbut not limited to in a fixed time and/or range format. Additionally, itmay be shown as a list of waypoints/stations with arrival times wherearrival time may be wall-clock time or travel time. Aconfigurable/selectable representation of the time, such as a traveltime or wall-clock time or coordinated time universal (UTC) may be used.The arrival times and current arrival time may be limited by changingeach waypoint. The arrival times may be selectively changed by thewaypoints. Additionally, work/stop events with dwell times may bedisplayed, in addition to meet and pass events with particular times.

Additionally, the exemplary embodiment of the present invention mayfeature a display of information regarding fuel management, such asdisplaying travel time versus fuel trade off, including intermediatepoints. Additionally, the exemplary embodiment may display fuel savingsversus the amount of fuel burned for the trip, such as is illustrated inFIG. 18.

The exemplary embodiment of the present invention additionally includesdisplaying information regarding the train manifest or trip information.An operating display will provide the ability for entry of data,modification of the data, confirmation of the data, alpha keypad on thescreen, a configurable data set based on method of data entry, andinputting a route with a start and end location and intermediate point(i.e., waypoints). The waypoints may be based on a comprehensive list orintelligent pick list, based on the direction of the train, train ID,etc, a milepost, alpha searching, or scrolling a map with selectionkeys. Additionally, the operating display takes into account uniqueelements for locomotive consist modification, including powerlevel/type, motoring status, dynamic brake status, isolated, the healthof power (i.e., load pot), the number of axles available for power andbraking, dead in tow, and air brake status.

The exemplary embodiment of the present invention also provides forchanging control from manual control to automatic control (duringmotoring). FIG. 19A depicts an exemplary illustration of a dynamicdisplay screen notifying the operator when to engage the automaticcontroller. A notice 469 is provided signifying that automatic controlis available. In one embodiment, the operator initiates some action tolet the system know that he/she desires the system to take control. Suchaction may include applying a key 470 to the screen or a hardwareswitch, or some other input device. Following this action, the systemdetermines that the operator desires automatic control, and the operatormay move the throttle to several positions selectively determined. Forexample, such positions may include idle/notch 1/notch 8 or any notch,and by positioning the throttle in one of these positions, the operatorpermits full control of power to the system. A notice is displayed tothe operator regarding which notch settings are available. In anotherexemplary embodiment, if the throttle is able to be moved to any notch,the controller may choose to limit a maximum power that can be appliedor operated at any power setting regardless of throttle handle position.As another exemplary example of selecting automatic control, theoperator may select an engine speed and the system will use the analogtrainlines or other trainline communications, such as but not limited toDB modem, to make power up to the available horsepower for that enginespeed selected by the throttle notch or to full power regardless of thenotch position. A relay, switch or electronic circuits can be used tobreak the master controller cam inputs into the system to allow fullcontrol over the throttle on the lead and trail consists. The controlcan use digital outputs to control and drive the desired trainlines.FIG. 19B depicts an exemplary illustration of the dynamic display screenafter automatic control is entered. As illustrated, a notice 471 statesthat automatic control is active.

FIG. 20 depicts a flowchart 370 illustrating an exemplary embodiment forengaging automatic control of the powered system. The flowchart 370discloses determining an operating condition of the powered system, at372. If the operating condition is within an acceptable range, automaticcontrol of the powered system is initiated, at 373. For example,automatic control may be prohibited at an accelerated speed. Once thepowered system has reduced its speed, it may only then be operable underautomatic control. Operations of the powered system are monitored todetermine whether automatic control has occurred, at 375. The operatingconditions may include a current operating condition of the poweredsystem, a parameter of the operating system, an environmental condition,and a change of any of these conditions. The change in any of theseconditions may randomly occur, be designed to occur, and/or may beinstituted by the operator and/or the remote monitoring facility.Therefore, the term “operating condition” is not a limiting term sinceas disclosed it is intended to encompass any condition at any levelexperienced by the powered system.

In an additional exemplary embodiment of the invention, changing controlfrom manual control to automatic control (motoring and braking only) ispossible, as is also illustrated in FIGS. 19A and 19B. The operator mayinitiate some action to allow the system to recognize that he/shedesires to take control. Such action may include providing a key on thescreen or using a hardware switch, or some other input device. Followingthis action, the system knows that the operator desires automaticcontrol, and the operator may then move the throttle to one of severalpositions. For example, the operator may move the throttle to idle (forautomatic motoring and braking), to notch 8 (for motoring), and DB8 fordynamic braking. Additionally, the operator may move the throttle to anynotch to limit to power and the dynamic braking by the dynamic brakehandle. In another additional exemplary embodiment of the presentinvention, the operator may move the throttle to any predeterminedsettings to authorize motoring and braking operation, or the operatormay provide this information through any user input device, such as butnot limited to a switch or key press. A relay, switch or electroniccircuits can be used to break the master controller cam inputs into thesystem to allow full control over the throttle and braking on the leadand train consists. The master controller can use digital outputs tocontrol and drive the desired trainlines.

FIG. 21A depicts an exemplary illustration of a dynamic display screennotifying the operator of a manual transition, and FIG. 21B depicts anexemplary illustration of a dynamic display screen notifying theoperator that automatic control is available. Prior to enteringautomatic control, a determination is made regarding whether the poweredsystem is in a condition to enter automatic control. For example, adetermination is first made regarding whether a speed and throttlesetting are at acceptable levels. Though speed and throttle settings aredisclosed, those skilled in the art will recognize that other parametersand/or constraints may also be factored in as additions or in place ofspeed and throttle settings. With respect to speed and throttlesettings, such examples may include a speed less than approximately 12miles per hour (approximately 19.31 kilometers per hour) and a throttlesetting less than or equal to notch 1. Prior to reaching an acceptablematch and/or level, a notice 473 is provided that a match or acceptablelevel has not been achieved. As illustrated in FIG. 21B, if they are atacceptable levels, a notice 474 identifies to the operator thatautomatic control is available.

A switch, either mechanical, electrical, or a key on the screen, such asthe key 470 is used to activate switching to automatic controloperation. The throttle handle is then set for a specific setting, suchas notch 8, for at least a given period of time, such as within 25seconds. The user then remains vigilant to train operations to insurethat automatic control is active and is functioning properly.

The system can also determine and monitor certain parameters, and whenthe parameters are in the desired state (or values to take overautomatic control are satisfied), the system may go into automaticcontrol without operator initiation. An element of notification to theoperator may be included.

When disengaging the automatic control, the throttle handle is removedfrom the preset setting level, such as notch 8. The throttle is moved toat less than and/or equal to the consist throttle. The consist is nowoperatable in manual control again. In another exemplary embodiment, asignal is provided to notify the operator that a change is being made tomanual control. For example, a button on the display may flash inanother color, such as yellow. Any of the other warning disclosed hereinmay also be used though. When within a given time period, such as thirtyseconds, of going to manual operations, a warning count-down starts. Atthe end of the count-down, the operator can move the throttle to lessthan consist throttle setting and then continue to operate in manualcontrol.

In addition, an exemplary embodiment of the present invention mayinclude changing control from automatic control to manual control. Theoperator may initiate the method by pressing a key or throttle movement,for example. The system may also initiate an automatic to manual controltransition by fault conditions, particular systemactivation/deactivation criteria (min/max speed, wheel slip, etc),dispatch/railroad initiated, territory (area not designated forautomatic control), or poor train makeup.

In addition, an exemplary embodiment of the present invention mayprovide the operator with an indication to remove the system from anautomatic control, due to configuration or operating rules, for example,to control the train. Several approaches may be utilized in thisexemplary embodiment, including but not limited to visual cues on theoperating screen, audible warnings, a list of actions with time countdowns, a rolling map with colored areas that show manual control regionson the map, and combination of visual and audible warnings.

FIG. 22A depicts an exemplary illustration of a dynamic display screennotifying the operator in advance that manual control is required, andFIG. 22B depicts an exemplary illustration of a dynamic display screennotifying the operator that manual control is needed immediately. Withrespect to FIG. 22A, a notice 475 is displayed informing the operator ofa near term need to enter manual control. A switch or key 477 isprovided to enter manual control. When the need to use manual control isimmediate, a notice 476 is also provided to the operator.

FIG. 23 depicts a flowchart illustrating an exemplary embodiment fordisengaging automatic control of a powered system. The flowchart 378discloses monitoring an operating condition while automatic control ofthe powered system is engaged to determine whether the operatingcondition is within an acceptable range, at 379. Automatic control isthen disengaged if the operating condition is outside of the acceptablerange, at 380. When manual control is required an automatic warning maybe emitted, at 381. The warning may be visual, audible, and/or physical.To ensure safe operation of the powered system a time delay is providedbetween warning that manual control is required and disengagingautomatic control, at 382. As disclosed above with respect to FIG. 20,the term “operating condition” is not disclosed as being a limitingterm. For example, the operating condition may be a slow order receivedfrom a remote monitoring facility, such as but not limited to adispatch. The information contained in the slow order identifying a newslower speed limit may be outside of a range acceptable for continuingto operate using automatic control.

Furthermore, the acceptable range may also be established by theoperator and/or remote monitoring facility. For example, during asegment of a mission, operating in manual mode may be preferred.Therefore the operator and/or remote monitoring facility may define theacceptable range to prohibit automatic control. In another exemplaryembodiment, the automatic control is simply disengaged as commanded bythe operator and/or remote monitoring facility.

Additionally, a need may arise to request an operator to apply airbrakes to control the speed of the train. Several approaches may beutilized to accomplish this need, such as visual cues on the operatingscreen, audible warnings, a list of actions with colored areas that showmanual control regions on the map and a combination of visual andaudible warnings.

When the system determines that the operator needs to take manualcontrol, the system may take any of several actions depending on thesituation. Such actions may include setting the throttle to idle if theoperator does not take control within a designated time, or increasingthe dynamic braking if the operator does not take control within adesignated time. Additionally, if the operator does not take controlwithin a designated time when the locomotive has determined that it isoperating at a low speed due to a hard pull up a long grade, the systemcan continue to monitor this and maintain power on the train until thetrain stalls or the train speed climbs and maintains automatic control.Additionally, if the operator does not take control within a designatedtime, the system may initiate a penalty brake application much like analerter timeout. Additionally, if the operator does not take control,the system may continue to operate until the system nears the trackoverspeed limit, and then shuts down the engine.

In an additional exemplary embodiment of the system, during the trip, aneed may arise to alert the operator to areas which the system did notplan for manual control but due to errors in the system operation orsystem inputs, during automatic control, the system requests that theoperator to take manual control to maintain the speed of the train.During operation, the system may monitor train speed and acceleration todetermine if it can control the train to within its operating speedlimits. If the system determines that it cannot control the train bygoing to idle, and additional retarding force is needed, either throughdynamic or air braking, the system may initiate a request to theoperator to take manual control.

Another feature that may be included is allowing for the generating ofdata logs and reports. This information may be stored on the train anddownloaded to an off-board system at some point in time. The downloadsmay occur via manual and/or wireless transmission. This information mayalso be viewable by the operator via the locomotive display. The datamay include such information as, but not limited to, operator inputs,time system is operational, fuel saved, fuel imbalance acrosslocomotives in the train, train journey off course, system diagnosticissues such as if a GPS sensor is malfunctioning.

Since trip plans must also take into consideration allowable crewoperation time, the present invention may take such information intoconsideration as a trip is planned. For example, if the maximum time acrew may operate is eight hours, then the trip shall be fashioned toinclude stopping location for a new crew to take the place of thepresent crew. Such specified stopping locations may include, but are notlimited to, rail yards, meet/pass locations, etc. If, as the tripprogresses, the trip time may be exceeded, the present invention may beoverridden by the operator to meet criteria as determined by theoperator. Ultimately, regardless of the operating conditions of thetrain, such as but not limited to high load, low speed, train stretchconditions, etc., the operator remains in control to command a speedand/or operating condition of the train.

Using the present invention, the train may operate in a plurality ofmanners. In one operational concept, the present invention may providecommands for commanding propulsion and dynamic braking. The operatorthen handles all other train functions. In another operational concept,the present invention may provide commands for commanding propulsiononly. The operator then handles dynamic braking and all other trainfunctions. In yet another operational concept, the present invention mayprovide commands for commanding propulsion, dynamic braking, andapplication of the airbrake. The operator then handles all other trainfunctions.

Exemplary embodiments may also be used by notify the operator ofupcoming items of interest or actions to be taken. Specifically, usingthe forecasting logic of the present invention, the continuouscorrections and re-planning to the optimized trip plan, and/or the trackdatabase, the operator can be notified of upcoming crossings, signals,grade changes, brake actions, sidings, rail yards, fuel stations, etc.This notification may occur audibly and/or through the operatorinterface.

Specifically, using the physics based planning model, train set-upinformation, on-board track database, on-board operating rules, locationdetermination system, real-time closed loop power/brake control, andsensor feedback, the system presents and/or notifies the operator ofrequired actions. The notification can be visual and/or audible.Examples include notifying of crossings that require the operator toactivate the locomotive horn and/or bell, and notifying of “silent”crossings that do not require the operator activate the locomotive hornor bell.

In another exemplary embodiment, using the physics based planning modeldiscussed above, train set-up information, on-board track database,on-board operating rules, location determination system, real-timeclosed power/brake control, and sensor feedback, the present inventionmay present the operator with information (e.g., a gauge on display)that allows the operator to see when the train will arrive at variouslocations, as illustrated in FIG. 9. The system will allow the operatorto adjust the trip plan (e.g., target arrival time). This information(actual estimated arrival time or information needed to deriveoff-board) can also be communicated to the dispatch center to allow thedispatcher or dispatch system to adjust the target arrival times. Thisallows the system to quickly adjust and optimize for the appropriatetarget function (for example trading off speed and fuel usage).

FIG. 24 depicts a flowchart illustrating an exemplary embodiment forautonomously communicating operational information for a missionoptimization plan. As illustrated in the flowchart 300, information iscollected specific to a mission plan, at 302. The information may becollected from a remote dispatch location and/or at least one trainsystem, or management system as information needed for a mission planmay be stored in different systems. Examples of information may includebut are not limited to starting and ending locations, specific temporarysystem restrictions, load characteristics, etc. The information specificto the mission is verified, at 304. The information is accepted, at 306.The information that is verified and accepted may be the sameinformation collected. In other exemplary embodiments the informationmay not be the information collected.

Though in an exemplary embodiment the information is accepted by anoperator and/or a remote monitoring facility, those skilled in the artwill readily recognize that the acceptance of the information may becompleted autonomously. Furthermore, only one of collecting theinformation, at 302, verifying the information, at 304, and acceptingthe information, at 306 need be accomplished. Once at least one of thesetasks, and/or events, is completed, the powered system is allowed to beautonomously controlled, at 308. The mission may then be autonomouslyimplemented with the information collected, at 309. Feedback withrespect to collecting the information, verifying the information, and/oraccepting the information is provided to the operator and/or the remotemonitoring facility, at 310.

An operator input device is also available, at 312, so that the operatormay have input to the information, such as but not limited to modifyingthe information, at 314. With respect to a rail vehicle, otherinformation that may be entered may include manifest information and/orgeneral track information. In an exemplary embodiment the informationmay be modified by the user and/or operator prior to accepting theinformation collected. Additionally, access to the information may beconfigured with the operator input device in accordance with a locationof the powered system, a condition of the powered system, an externalenvironment proximate the powered system, and information provided bythe operator and/or the remote monitoring facility, at 313. For example,if a weather change is identified, either one currently beingexperienced by the powered system and/or one that may occur later duringthe mission, the operator input device may be used to modify informationaccordingly.

The information is displayed to the operator, at 316, such as but notlimited to a visual display. The display may be an existing display usedon and/or with a powered system. This information could be presented tothe operator audibly, through another sensory notification (such as butnot limited to touch), and/or other printed media. This information neednot all be presented to the operator, who may be present on a localunit. This information could be presented at a remote location andverified at the remote location or on the local unit, or powered system.The flowchart 300 may be implemented with a computer software codeoperable with a processor and configured to reside on a computerreadable media. Based on the flowchart 300 and using a rail vehicle asan example, to initiate creating a mission plan and autonomous control,the operator may initiate a departure test. This triggers automaticallyobtaining required information from a dispatch and/or a train managementsystems. An example of such information as provided in a display isdisclosed in FIG. 25. The departure test may be performed at a crewchange location, but can be initiated at anytime during a trip. In anexemplary embodiment the departure test is performed while thelocomotive is not moving.

After the operator has initiated the departure test, an operator messagesection 335 of the operating display is updated with status message asto the progress of data acquisition. Initiation of the departure testcan be done automatically, where an event triggering the automaticdeparture test could be location-based, time-based, and/or a combinationof both. Initiation of the departure test could also be done by someoneother than the operator and could be initiated by at least one of thefollowing a dispatcher, conductor, and/or train setup personnel. Whendata acquisition has been completed, this data will be presented to theoperator for verification. If at any time the data presented does notagree with the operator's paperwork, the trip data may be rejected.

FIGS. 26 through 28 depict exemplary embodiments of verificationscreens. Verification screens are presented in a logical order foroperator verification. All screens may be approved before generating amission optimization plan or profile. The first verification screen,depicted in FIG. 26, presented to the operator contains the trip details337. It contains the trip start and end stations, which will typicallybe crew change points. The train identification designation 340 is alsopresented for verification. Those skilled in the art will readilyrecognize that this information could be presented in alternate formsother than those presented in FIG. 26. The trip information could bepresented as a map showing the start and end location, a highlightedlist of key information such as but not limited to key locations, and/oras mileposts along the route.

FIG. 27 depicts a second verification screen. The second verificationscreen may contain the rail vehicle details 342. As with other figuresdisclosed herein, those skilled in the art will readily recognize thatthe information illustrated in FIG. 27 could be presented in alternateforms other than those presented in FIG. 27. The train detailedinformation could be presented graphically. At this screen, the operatorhas the opportunity to modify the status of the rail vehicle. If therail vehicle is isolated the operator should indicate as such and savethe data. Data associated with the rail vehicle information may bereviewed and accepted if correct 344 or rejected 346.

FIG. 28 depicts a third verification screen. The third verificationscreen presented for operator verification may contain temporary speedrestrictions 350 that the operator, rail vehicle crew has in paperworkprovided prior to the mission. The data in FIG. 28 could be presented inalternate forms from at least one of the following graphically on amap/graph, configurable based on route, and/or user selectable viewing.Each subdivision is presented and the operator must review all temporaryspeed restrictions for accuracy and completeness. When acceptable, theoperator may press the accept key 352 if correct.

After the final subdivision slow orders are verified, the display willtransition to a trip optimizer operational rolling map screen, such asillustrated at FIGS. 8-10. It is at this time that the fuel optimizedspeed profile is processed. The rolling map will populate when all thedata computations have been completed.

FIG. 29 depicts a flow chart for displaying information on a display. Amain operating screen 354 is provided. When an initiate key is selected,an inquiry regarding whether a mission is active must be answered. Ifthe trip is active, screens 355 illustrating the mission are providedonce verification 359, 361, 362 takes place. Exemplary examples ofverification that may take place include but are not limited to tripdefinition data, at 359, powered system makeup data, at 361, and sloworder data, at 362. When the mission has ended, a trip summary screen356 is provided. Once no additional subdivisions of data must beverified, at 357, the screens 355 for operating the rail vehicle areprovided. This flow chart 349 is associated with the screens disclosedherein where various reject and accept keys are provided on respectivescreens as disclosed.

Data verification could be condensed by using advanced computer securitytechniques such as a simple cyclic redundancy check (CRC) value of thedata. The operator could verify the entire set of data or a CRC value ofthe combined data. Verification of data is not limited to beingperformed on board the powered system. Verification may be accomplishedoff board, such as but not limited to at a remote monitoring facility,or onboard the unit. With respects to a rail vehicle, verification couldalso be performed by any of the operator, conductor and/or thedispatcher of the mission.

FIG. 30 depicts a flowchart 420 illustrating an exemplary embodimentallowing autonomous control of a powered system having at least oneprimary power generating unit. As illustrated in the flowchart 420 atleast one current operating condition of the powered system isdetermined and/or identified, at 422. If the operating condition is atan acceptable level the powered system may be controlled autonomously,such as but not limited to in accordance with a mission optimizationplan, at 424. The operation of the powered system and/or the at leastone operating condition is monitored, at 426. If an unacceptableparameter is detected, such as but not limited to where autonomousoperation is deemed unsafe, the powered system is transitioned to a modeto disengage autonomous control, at 428. A warning signal may be soundedif an unacceptable parameter is detected, at 430. An operator inputdevice may also be provided to allow the operator to take control of thepowered system, at 432. A display for an operator to view informationassociated with at least one of the at least one current operatingcondition, controlling of the powered system autonomously, andmonitoring is also provided, at 434. The type of information isdisclosed herein. In any case those skilled in the art would readilyrecognize the sort or types of information with respects to each poweredsystem disclosed.

Transitioning of the powered system may further include a sequenceand/or procedure to allow for a systematic transfer from autonomouscontrol to manual control of the powered system. As with all of the flowcharts disclosed herein, the flow chart 420 may be implemented with acomputer software code operable with a processor and configured toreside on a computer readable media.

FIG. 31 depicts an exemplary embodiment of a network of railway trackswith multiple trains. In the railroad network 200, it is desirable toobtain an optimized fuel efficiency and time of arrival for the overallnetwork of multiple interacting tracks 210, 220, 230, and trains 235,236, 237. As illustrated multiple tracks 210, 220, 230 are shown with atrain 235, 236, 237 on each respective track. Though locomotive consists42 are illustrated as part of the trains 235, 236, 237, those skilled inthe art will readily recognize that any train may only have a singlelocomotive consist having a single locomotive. As disclosed herein, aremote facility 240 may also be involved with improving fuel efficiencyand reducing emissions of a train through optimized train power makeup.This may be accomplished with a processor 245, such as a computer,located at the remote facility 240. In another exemplary embodiment ahand-held device 250 may be used to facilitate improving fuel efficiencyof the train 235, 236, 237 through optimized train power makeup.Typically in either of these approaches, configuring the train 235, 236,237 usually occurs at a hump or rail yard, more specifically when thetrain is being compiled.

However as discussed below, the processor 245 may be located on thetrain 235, 236, 237 or aboard another train, wherein train setup may beaccomplished using inputs from the other train. For example, if a trainhas recently completed a mission over the same tracks, input from thattrain's mission may be supplied to the current train as it either isperforming and/or is about to begin its mission. Thus configuring thetrain may occur at train run time, and even during the run time. Forexample, real time configuration data may be utilized to configure thetrain locomotives. One such example is provided above with respect tousing data from another train. Another exemplary example entails usingother data associated with trip optimization of the train as discussedabove. Additionally the train setup may be performed using input from aplurality of sources, such as, but not limited to, a dispatch system, awayside system 270, an operator, an off-line real time system, anexternal setup, a distributed network, a local network, and/or acentralized network.

FIG. 32 depicts an exemplary embodiment of a method for improving fuelefficiency and reducing emission output through optimized train powermakeup. As disclosed above to minimize fuel use and emissions whilepreserving time arrival, in an exemplary embodiment acceleration andmatched breaking are minimized. Undesired emissions may also beminimized by powering a minimal set of locomotives. For example, in atrain with several locomotives or locomotive consists, powering aminimal set of locomotives at a higher power setting while putting theremaining locomotives into idle, un-powered standby, or an automaticengine start-stop (AESS) mode as discussed below, will reduce emissions.This is due, in part, because at lower power settings such as notch 1-3,exhaust emissions after-treatment devices (e.g., catalytic converters)located on the locomotives are at a temperature below which thesesystems' operations are optimal. Therefore, using the minimum number oflocomotives or locomotive consists to make the mission on time,operating at high power settings will allow for the exhaust emissiontreatment devices, such as but not limited to catalytic converters, tooperate at optimal temperatures thus further reducing emissions.

The flowchart 500 in FIG. 12 provides for determining a train load, at510. When the engine is used in other applications, the load isdetermined based on the engine configuration. The train load may bedetermined with a load, or train load, estimator 560, as illustrated inFIG. 33. In an exemplary embodiment the train load is estimated based oninformation obtained as disclosed in a train makeup docket 480, asillustrated in FIG. 31. For example, the train makeup docket 480 may becontained in the computer 245 (illustrated in FIGS. 31 and 33), whereinthe processor 245 makes the estimation, or may be on paper wherein anoperator makes the estimation. The train makeup docket 480 may includesuch information as, but not limited to, number of cars, weight of thecars, content of the cars, age of cars, etc. In another exemplaryembodiment the train load is estimated using historical data, such asbut not limited to prior train missions making the same trip, similartrain car configurations, etc. As discussed above, using historical datamay be accomplished with a processor or manually. In yet anotherexemplary embodiment, the train load is estimated using a rule of thumbor table data. For example, the operator configuring the train 235, 236,237 may determine the train load required based on establishedguidelines such as, but not limited to, a number of cars in the train,types of cars in the train, weight of the cars in the train, an amountof products being transported by the train, etc. This same rule of thumbdetermination may also be accomplished using the processor 245.

Identifying a mission time and/or duration for the diesel power system,at 520, is disclosed. With respect to engines used in otherapplications, identifying a mission time and/or duration for the dieselpower system may be equated to defining the mission time within whichthe engine configuration is expected to accomplish the mission. Adetermination is made about a minimum total amount of power requiredbased on the train load, at 530. The locomotive is selected to satisfythe minimum required power while yielding improved fuel efficiencyand/or minimized emission output, at 540. The locomotive may be selectedbased on a type of locomotive (based on its engine) needed and/or anumber of locomotives (based on a number of engines) needed. Similarly,with respect to diesel engines used in other power applications, such asbut not limited to marine, OHV, and stationary power stations, wheremultiple units of each are used to accomplish an intended mission uniquefor the specific application, the type of power system and a number ofpower systems may be selected based on a mission objective.

Towards this end, a trip mission time determinator 570, as furtherillustrated in FIG. 33, may be used to determine the mission time, basedon information such as weather conditions, track conditions, etc. Thelocomotive makeup may be based on types of locomotives needed, such asbased on power output, and/or a minimum number of locomotives needed.For example, based on the available locomotives, a selection is made ofthose locomotives that just meet the total power required. Towards thisend, as an example, if ten locomotives are available, a determination ofthe power output from each locomotive is made. Based on thisinformation, the fewest number and type of locomotives needed to meetthe total power requirements are selected. For example the locomotivesmay have different horse power (HP) ratings or starting tractive effort(TE) ratings. In addition to the total power required, the distributionof power and type of power in the train can be determined. For example,to limit the maximum coupler forces on heavy trains, the locomotives maybe distributed within the train. Another consideration is the capabilityof the locomotive. It may be possible to put 4 DC locomotives on thehead end of a train, however 4 AC units with the same horsepower may notbe used at the head end since the total drawbar forces may exceeddesignated limits.

In another exemplary embodiment, the selection of locomotives may not bebased solely on reducing a number of locomotives used in a train. Forexample, if the total power requirement is minimally met by five of theavailable locomotives when compared to also meeting the powerrequirement by the use of three of the available locomotives, the fivelocomotives are used instead of the three. In view of these options,those skilled in the art will readily recognize that a minimum number oflocomotives may be selected from a sequential (and random) set ofavailable locomotives. Such an approach may be used when the train 235,236, 237 is already compiled and a decision is being made at run timeand/or during a mission wherein the remaining locomotives are not usedto power the train 235, 236, 237, as discussed in further detail below.

While compiling the train 235, 236, 237, if the train 235, 236, 237requires backup power, incremental locomotive 255, or locomotives, maybe added. However this additional locomotive 255 is isolated to minimizefuel use, emission output, and power variation, but may be used toprovide backup power in case an operating locomotive fails, and/or toprovide additional power to accomplish the trip within an establishedmission time. The isolated locomotive 255 may be put into an AESS modeto minimize fuel use while having the locomotive be available whenneeded. In an exemplary embodiment, if a backup, or isolated, locomotive255 is provided, its dimensions, such as weight, may be taken intoconsideration when determining the train load.

Thus, as discussed above in more detail, determining minimum powerneeded to power the train 235, 236, 237 may occur at train run timeand/or during a run (or mission). In this instance, once a determinationis made as to optimized train power and the locomotives or locomotiveconsists 42 in the train 235, 236, 237 are identified to provide therequisite power needed, the additional locomotive(s) 255 not identifiedfor use are put in the idle, or AESS, mode.

In an exemplary embodiment, the total mission run may be broken into aplurality of sections, or segments, such as but not limited to at least2 segments, such as segment A and segment B as illustrated in FIG. 31.Based on the amount of time taken to complete any segment, the backuppower, provided by the isolated locomotive 255, is made available incase incremental power is needed to meet the trip mission objective.Towards this end, the isolated locomotive 255 may be utilized for aspecific trip segment to get the train 235, 236, 237 back on scheduleand then switched off for subsequent segments, if the train 235, 236,237 remains on schedule.

Thus, in operation, the lead locomotive may put the locomotive 255provided for incremental power into an isolation mode until the power isneeded. This may be accomplished by use of wired or wireless modems orcommunications from the operator, usually on the lead locomotive, to theisolated locomotive 255. In another exemplary embodiment, thelocomotives operate in a distributed power configuration and theisolated locomotive 255 is already integrated in the distributed powerconfiguration, but is idle, and is switched on when the additional poweris required. In yet another embodiment, the operator puts the isolatedlocomotive 255 into the appropriate mode.

In an exemplary embodiment, the initial setup of the locomotives, basedon train load and mission time, is updated by the trip optimizer, asdisclosed in above, and adjustments to the number and type of poweredlocomotives are made. As an exemplary illustration, consider alocomotive consist 42 of three locomotives having relative availablemaximum power of 1, 1.5 and 0.75, respectively. (Relative availablepower is relative to a reference locomotive, wherein railroads use“reference” locomotives to determine the total consist power. Forexample, in the case of a “3000 HP” reference locomotive, in the exampleabove the first locomotive would have 3000 HP, the second 4500 HP, andthe third 2250 HP). Suppose that the mission is broken into sevensegments. Given the above scenario the following combinations areavailable and can be matched to the track section load, 0.75, 1, 1.5,1.75, 2.25, 2.5, 3.25, which is the combination of maximum relative HPsettings for the consist. Thus, for each respective relative HP settingmentioned above, for 0.75 the third locomotive is on and the first andsecond are off, for 1 the first locomotive is on and the second andthird are off, etc. In a preferred embodiment the trip optimizer selectsthe maximum required load and adjusts via notch calls while minimizingan overlap of power settings. Hence, if a segment calls for between 2and 2.5 (times 3000 HP) then locomotive 1 and locomotive 2 are usedwhile locomotive 3 is in either idle or in standby mode, depending onthe time it is in this segment and the restart time of the locomotive.

In another exemplary embodiment, an analysis may be performed todetermine a trade off between emission output and locomotive powersettings to maximize higher notch operation where the emissions from theexhaust after treatment devices are more optimal. This analysis may alsotake into consideration one of the other parameters discussed aboveregarding train operation optimization. This analysis may be performedfor an entire mission run, segments of a mission run, and/orcombinations of both.

FIG. 33 depicts a block diagram of exemplary elements included in asystem for optimized train power makeup. As illustrated and discussedabove, a train load estimator 560 is provided. A trip mission timedeterminator 570 is also provided. A processor 240 is also provided. Asdisclosed above, though directed at a train, similar elements may beused for other engines not being used within a rail vehicle, such as butnot limited to off-highway vehicles, marine vessels, and stationaryunits. The processor 240 calculates a total amount of power required topower the train 235, 236, 237 based on the train load determined by thetrain load estimator 560 and a trip mission time determined by the tripmission time determinator 570. A determination is further made of a typeof locomotive needed and/or a number of locomotives needed, based oneach locomotive power output, to minimally achieve the minimum totalamount of power required based on the train load and trip mission time.

The trip mission time determinator 570 may segment the mission into aplurality of mission segments, such as a segment A and a segment B, asdiscussed above. The total amount of power may then be individuallydetermined for each segment of the mission. As further discussed above,an additional locomotive 255 is part of the train 235, 236, 237 and isprovided for backup power. The power from the backup locomotive 255 maybe used incrementally as a requirement is identified, such as but notlimited to providing power to get the train 235, 236, 237 back onschedule for a particular trip segment. In this situation, the train235, 236, 237 is operated to achieve and/or meet the trip mission time.

The train load estimator 560 may estimate the train load based oninformation contained in the train makeup docket 480, historical data, arule of thumb estimation, and/or table data. Furthermore, the processor245 may determine a trade off between emission output and locomotivepower settings to maximize higher notch operation where the emissionsfrom the exhaust after-treatment devices are optimized.

FIG. 34 depicts a block diagram of a transfer function for determining afuel efficiency and emissions for a diesel powered system. Such dieselpowered systems include, but are not limited to, locomotives, marinevessels, OHV's, and/or stationary generating stations. As illustrated,information pertaining to input energy 580 (such as power, waste heat,etc.) and information about an after treatment process 583 are providedto a transfer function 585. The transfer function 585 utilizes thisinformation to determine an optimum fuel efficiency 587 and emissionoutput 590.

FIG. 35 depicts an exemplary embodiment of a flow for determining aconfiguration of a diesel powered system having at least onediesel-fueled power generating unit. The flowchart 600 includesdetermining a minimum power required from the diesel powered system inorder to accomplish a specified mission, at 605. Determining anoperating condition of the diesel-fueled power generating unit such thatthe minimum power requirement is satisfied while yielding lower fuelconsumption and/or lower emissions for the diesel powered system, at610, is also disclosed. As disclosed above, this flowchart 600 isapplicable for a plurality of diesel-fueled power generating units, suchas but not limited to locomotives, marine vessels, OHV's, and/orstationary generating stations. Additionally, this flowchart 600 may beimplemented using a computer software program that may reside on acomputer readable media.

FIG. 36 depicts an exemplary embodiment of a closed-loop system foroperating a rail vehicle. As illustrated, an optimizer 650, converter652, rail vehicle 653, and at least one output 654 from gatheringspecific information, such as but not limited to speed, emissions,tractive effort, horse power, a friction modifier technique (such as butnot limited to applying sand), etc., are part of the closed-loop controlcommunication system 657. The output 654 may be determined by a sensor656 that is part of the rail vehicle 653, or in another exemplaryembodiment independent of the rail vehicle 653. Information initiallyderived from information generated from the trip optimizer 650 and/or aregulator is provided to the rail vehicle 653 through the converter 652.Locomotive data gathered by the sensor 656 from the rail vehicle is thencommunicated 657 back to the optimizer 650.

The optimizer 650 determines operating characteristics for at least onefactor that is to be regulated, such as but not limited to speed, fuel,emissions, etc. The optimizer 650 determines a power and/or torquesetting based on a determined optimized value. The converter 652 isprovided to convert the power, torque, speed, emissions, initiateapplying a friction modifying technique (such as but not limited toapplying sand), setup, configurations, etc., into a form suitable forapplying to the control inputs for the rail vehicle 653, usually alocomotive. Specifically, this information or data about power, torque,speed, emissions, friction modifying (such as but not limited toapplying sand), setup, configurations etc., and/or control inputs isconverted to an electrical signal.

FIG. 37 depicts the closed loop system integrated with a master controlunit 651. As illustrated in further detail below, the converter 652 mayinterface with any one of a plurality of devices, such as but notlimited to a master controller, remote control locomotive controller, adistributed power drive controller, a train line modem, analog input,etc. The converter, for example, may disconnect the output of the mastercontroller (or actuator) 651. The actuator 651 is normally used by theoperator to command the locomotive, such as but not limited to power,horsepower, tractive effort, implement a friction modifying technique(such as but not limited to applying sand), braking (including at leastone of dynamic braking, air brakes, hand brakes, etc.), propulsion, etc.levels to the locomotive. Those skilled in the art will readilyrecognize that the master controller may be used to control both hardswitches and software based switches used in controlling the locomotive.The converter 652 then applies signals to the actuator 651. The actuator651 may be disconnected using electrical wires, software switches, aconfigurable input selection process, etc. A switching device 655 isillustrated to perform this function.

Though FIG. 37 discloses a master controller, this is specific to alocomotive. Those skilled in the art will recognize that in otherapplications, such as those disclosed above, another device provides thefunction of the master controller as used in the locomotive. Forexample, an accelerator pedal is used in an OHV and transportation bus,and an excitation control is used on a generator. With respect to marinevessels, there may be multiple force producers (propellers), indifferent angles/orientation, that need to be controlled closed loop.

As discussed above, the same technique may be used for other devices,such as but not limited to a control locomotive controller, adistributed power drive controller, a train line modem, analog input,etc. Though not illustrated, those skilled in the art will readilyrecognize that the master controller similarly could use these devicesand their associated connections to the locomotive and use the inputsignals. The communication system 657 for these other devices may beeither wireless or wired.

FIG. 38 depicts an exemplary embodiment of a closed-loop system foroperating a rail vehicle integrated with another input operationalsubsystem of the rail vehicle. For example, the distributed power drivecontroller 659 may receive inputs from various sources 661, such as butnot limited to the operator, train lines, and locomotive controllers,and transmit the information to locomotives in the remote positions. Theconverter 652 may provide information directly to the input of the DPcontroller 659 (as an additional input) or break one of the inputconnections and transmit the information to the DP controller 659. Aswitch 655 is provided to direct how the converter 652 providesinformation to the DP controller 659 as discussed above. The switch 655may be a software-based switch and/or a wired switch. Additionally, theswitch 655 is not necessarily a two-way switch. The switch may have aplurality of switching directions based on the number of signals it iscontrolling.

In another exemplary embodiment, the converter may command operation ofthe master controller, as illustrated in FIG. 39. The converter 652 hasa mechanical means for moving the actuator 651 automatically based onelectrical signals received from the optimizer 650.

Sensors 656 are provided aboard the locomotive to gather operatingcondition data, such as but not limited to speed, emissions, tractiveeffort, horse power, etc. Locomotive output information 654 is thenprovided to the optimizer 650, usually through the rail vehicle 653,thus completing the closed loop system.

FIG. 40 depicts another closed loop system where an operator is in theloop. The optimizer 650 generates the power/operating characteristicrequired for the optimum performance. The information is communicated tothe operator 647, such as but not limited to, through a human machineinterface (HMI) and/or display 649. This could be in various formsincluding audio, text, plots, or video displays. The operator 647 inthis case can operate the master controller or pedals or any otheractuator 651 to follow the optimum power level.

If the operator follows the plan, the optimizer continuously displaysthe next operation required. If the operator does not follow the plan,the optimizer may recalculate/re-optimize the plan, depending on thedeviation and the duration of the deviation of power, speed, position,emission etc. from the plan. If the operator fails to meet an optimizedplan to an extent where re-optimizing the plan is not possible or wheresafety criteria have been or may be exceeded, in an exemplary embodimentthe optimizer may take control of the vehicle to ensure optimizedoperation, annunciate a need to consider the optimized mission plan, orsimply record the occurrence for future analysis and/or use. In such anembodiment, the operator could retake control by manually disengagingthe optimizer.

FIG. 41 depicts an exemplary embodiment of a flowchart 320 for operatinga powered system having at least one power generating unit where thepowered system may be part of a fleet and/or a network of poweredsystems. Evaluating an operating characteristic of at least one powergenerating unit is disclosed, at 322. The operating characteristic iscompared to a desired value related to a mission objective, at 324. Theoperating characteristic is autonomously adjusted in order to satisfy amission objective, at 326. As disclosed herein the autonomouslyadjusting may be performed using a closed-loop technique. Furthermore,the embodiments disclosed herein may also be used where a powered systemis part of a fleet and/or a network of powered systems.

FIG. 42 depicts an exemplary flowchart 660 showing a method foroperating a rail vehicle in a closed-loop process. The flowchart 660includes determining an optimized setting for a locomotive consist, at662. The optimized setting may include a setting for any setup variablesuch as but not limited to at least one of power level, optimized torqueemissions, other locomotive configurations, etc. The optimized powerlevel and/or the torque setting are converted to a recognizable inputsignal for the locomotive consist, at 664. At least one operationalcondition of the locomotive consist is determined when at least one ofthe optimized power level and the optimized torque setting is applied,at 667. Communicating within a closed control loop to an optimizer theat least one operational condition so that the at least operationalcondition is used to further optimize at least one of power level andtorque setting, at 668, is further disclosed.

As disclosed above, this flowchart 660 may be performed using a computersoftware code. Therefore, for rail vehicles that may not initially havethe ability to utilize the flowchart 660 disclosed herein, electronicmedia containing at least one computer software module that is part ofthe computer software code may be accessed by a computer on the railvehicle so that at least of the software modules may be loaded onto therail vehicle for implementation. Electronic media is not to be limitingsince any of the computer software modules may also be loaded through anelectronic media transfer system, including a wireless and/or wiredtransfer system, such as but not limited to using the Internet toaccomplish the installation.

Locomotives produce emissions at rates based on notch levels. Inreality, a lower notch level does not necessarily result in a loweremission per unit output, such as for example gm/hp-hr, and the reverseis true as well. Such emissions may include, but are not limited to,particulates, exhaust, heat, etc. Similarly, noise levels from alocomotive also may vary based on notch levels, in particularly noisefrequency levels. Therefore, when emissions are mentioned herein, thoseskilled in the art will readily recognize that exemplary embodiments ofthe invention are also applicable for reducing noise levels produced bya diesel powered system. Therefore, even though both emissions and noiseare disclosed at various times herein, the term emissions should also beread to also include noise.

When an operator calls for a specific horse power level, or notch level,the operator is expecting the locomotive to operate at a certaintraction power or tractive effort. In an exemplary embodiment, tominimize emission output, the locomotive is able to switch betweennotch/power/engine speed levels while maintaining the average tractionpower desired by the operator. For example, suppose that the operatorcalls for notch 4 or 2000 HP. Then the locomotive may operate at notch 3for a given period, such as a minute, and then move to notch 5 for aperiod and then back to notch 3 for a period such that the average powerproduced corresponds to notch 4. The locomotive moves to notch 5 becausethe emission output of the locomotive at this notch setting is alreadyknown to be less than when at notch 4. During the total time that thelocomotive is moving between notch settings, the average is still notch4, thus the tractive power desired by the operator is still realized.

The time for each notch is determined by various factors, such as butnot limited to, the emissions at each notch, power levels at each notch,and the operator sensitivity. Those skilled in the art will readilyrecognize that embodiments of the invention are operatable when thelocomotive is being operated manually, and/or when operation isautomatically performed, such as but not limited to when controlled byan optimizer, and during low speed regulation.

In another exemplary embodiment, multiple set points are used. These setpoints may be determined by considering a plurality of factors such as,but not limited to, notch setting, engine speed, power, engine controlsettings, etc. In another exemplary embodiment, when multiplelocomotives are used but may operate at different notch/power settings,the notch/power setting are determined as a function of performanceand/or time. When emissions are being reduced, other factors that may beconsidered wherein a tradeoff may be considered in reducing emissionsinclude, but are not limited to, fuel efficiency, noise, etc. Likewise,if the desire is to reduce noise, emissions and fuel efficiency may beconsidered. A similar analysis may be applied if fuel efficiency is whatis to be improved.

FIG. 43 depicts an embodiment of a speed versus time graph comparingcurrent operations to emissions optimized operation. The speed changecompared to desirable speed can be arbitrarily minimized. For example,if the operator desires to move from one speed (S1) to another speed(S2) within a desired time, it can be achieved with minor deviations.

FIG. 44 depicts a modulation pattern that results in maintaining aconstant desired notch and/or horsepower. The amount of time at eachnotch depends on the number of locomotives and the weight of the trainand its characteristics. Essentially, the inertia of the train is usedto integrate the tractive power/effort to obtain a desired speed. Forexample, if the train is heavy the time between transitions of notches 3to 5 and vice versa in the example can be large. In another example, ifthe number of locomotives for a given train is great, the times betweentransitions need to be smaller. More specifically, the time modulationand/or cycling will depend on train and/or locomotive characteristics.

As discussed previously, emission output may be based on an assumednotch distribution, but the operator/rail road is not required to havethat overall distribution. Therefore, it is possible to enforce thenotch distribution over a period of time, over many locomotives over aperiod of time, and/or for a fleet locomotives over a period of time. Bybeing provided with emission data, the trip optimizer described hereincompares the desired notch/power setting with emission output based onnotch/power settings and determines the notch/power cycle to meet thespeed required while minimizing emission output. The optimization couldbe explicitly used to generate the plan, or the plan could be modifiedto enforce, reduce, and/or meet the emissions required.

FIG. 45 depicts an exemplary flowchart 700 of a method for determining aconfiguration of a diesel powered system having at least onediesel-fueled power generating unit. The flowchart 700 provides fordetermining a minimum power, or power level, required from the dieselpowered system in order to accomplish a specified mission, at 702. Anemission output based on the minimum power, or power level, required isdetermined, at 704. Using at least one other power level that results ina lower emission output wherein the overall resulting power is proximatethe power required, at 706, is also disclosed. Therefore, in operation,the desired power level with at least another power level may be usedand/or two power levels, not including the desired power level may beused. In the second example, as disclosed above, if the desired powerlevel is notch 4, the two power levels used may include notch 3 andnotch 5.

As disclosed, emission output data based on notch speed is provided tothe trip optimizer. If a certain notch speed produces a high amount ofemission, the trip optimizer can function by cycling between notchsettings that produce lower amounts of emission output so that thelocomotive will avoid operating at the particular notch while stillmeeting the speed of the avoided notch setting. For example, applyingthe same example provided above, if notch 4 is identified as a less thanoptimum operational setting because of emission output, but other notch3 and 5 produce lower emission outputs, the trip optimizer may cyclebetween notch 3 and 5 where that the average speed equates to speedrealized at notch 4. Therefore, while providing speed associated withnotch 4, the total emission output is less than the emission outputexpected at notch 4.

Therefore, when operating in this configuration, although speedconstraints imposed based on defining notch limitations may not actuallybe adhered to, total emission output over a complete mission may beimproved. More specifically, though a region may impose that railvehicles are not to exceed notch 5, the trip optimizer may determinethat cycling between notch 6 and 4 may be preferable to reach the notch5 speed limit but while also improving emission output because emissionoutput for the combination of notch 6 and 4 are better than whenoperating at notch 5, since either notch 4 or notch 6 or both are betterthan notch 5.

FIG. 46 illustrates a system for minimizing emission output, noiselevel, etc., from a diesel powered system having at least onediesel-fueled power generating unit while maintaining a specific speed.As disclosed above, the system 722 includes a processor 725 fordetermining a minimum power required from the diesel-powered system 18in order to accomplish a specified mission. The processor 725 may alsodetermine when to alternate between two power levels. A determinationdevice 727 is used to determine an emission output based on the minimumpower required. A power level controller 729 for alternating betweenpower levels to achieve the minimum power required is also included. Thepower level controller 729 functions to produce a lower emission outputwhile the overall average resulting power is proximate the minimum powerrequired.

FIG. 47 illustrates a system 730 for minimizing outputs such as emissionoutput and noise output from a diesel powered system having at least onediesel-fueled power generating unit, while maintaining a specific speed.The system includes processor 727 for determining a power level requiredfrom the diesel-powered system in order to accomplish a specifiedmission. The system further includes an emission determinator device 727for determining an emission output based on the power level required. Anemission comparison device 731 is also disclosed. The emissioncomparison device 731 compares emission outputs for other power levelswith the emission output based on the power level required. The emissionoutput of the diesel-fueled power generating unit 18 is reduced based onthe power level required by alternating between at least two other powerlevels which produce less emission output than the power level required,wherein alternating between the at least two other power levels producesan average power level proximate the power level required whileproducing a lower emission output than the emission output of the powerlevel required. As disclosed herein, alternating may simply result inusing at least one other power level. Therefore, although characterizedas an alternating operation, this term is not meant to be limiting.Towards this end, in an exemplary embodiment a device is provided foralternating between the at least two power levels and/or at least use onother power level. The device may be software-based, where it may residein the processor 725, or may be mechanical-based such as the converter652, master controller 651, etc., and/or a combination.

Although the above examples illustrate cycling between two notch levelsto meet a third notch level, those skilled in the art will readilyrecognize that more than two notch levels may be used when seeking tomeet a specific desired notch level. Therefore, three or more notchlevels may be included in cycling to achieve a specific desired netlevel to improve emissions while still meeting speed requirements.Additionally, one of the notch levels that are alternated with mayinclude the desired notch level. Therefore, at a minimum, the desirednotch level and another notch level may be the two power levels that arealternated between.

FIG. 48 discloses an exemplary flowchart 800 of a method for operating adiesel powered system having at least one diesel-fueled power generatingunit. The mission objective may include consideration of at least one oftotal emissions, maximum emission, fuel consumption, speed, reliability,wear, forces, power, mission time, time of arrival, time of intermediatepoints, and/or braking distance. Those skilled in the art will readilyrecognize that the mission objective may further include otherobjectives based on the specific mission of the diesel powered system.For example, as disclosed above, a mission objective of a locomotive isdifferent than that that of a stationary power generating system.Therefore, the mission objective is based on the type of diesel poweredsystem the flowchart 800 is utilized with.

The flowchart 800 discloses evaluating an operating characteristic ofthe diesel powered system, at 802. The operating characteristic mayinclude at least one of emissions, speed, horse power, frictionmodifier, tractive effort, overall power output, mission time, fuelconsumption, energy storage, and/or condition of a surface upon whichthe diesel powered system operates. Energy storage is important when thediesel powered system is a hybrid system having for example a dieselfueled power generating unit as its primary power generating system, andan electrical, hydraulic, or other power generating system as itssecondary power generating system. With respect to speed, this operatingcharacteristic may be further subdivided with respect to time varyingspeed and position varying speed.

The operational characteristic may further be based on a position of thediesel powered system when used in conjunction with at least one otherdiesel powered system. For example, in a train, when viewing eachlocomotive as a diesel powered system, a locomotive consist may beutilized with a train. Therefore there will be a lead locomotive and aremote locomotive. For those locomotives that are in a trail position,trail mode considerations are also involved. The operationalcharacteristic may further be based on an ambient condition, such as butnot limited to temperature and/or pressure.

Also disclosed in the flowchart 800 is comparing the operatingcharacteristic to a desired value to satisfy the mission objective, at804. The desired value may be determined from at least one of theoperational characteristic, capability of the diesel powered system,and/or at least one design characteristic of the diesel powered system.With respect to the design characteristics of the diesel powered system,there are various modules of locomotives where the designcharacteristics vary. The desired value may be determined at a remotelocation, such as but not limited to a remote monitoring station, and/orat a location that is a part of the diesel powered system.

The desired value may be based on a location and/or operating time ofthe diesel powered system. As with the operating characteristic, thedesired value is further based on at least one of emissions, speed,horse power, friction modifier, tractive effort, ambient conditionsincluding at least one of temperature and pressure, mission time, fuelconsumption, energy storage, and/or condition of a surface upon whichthe diesel powered system operates. The desired value may be furtherdetermined based on a number of diesel-fueled power generating unitsthat are either a part of the diesel powered system and/or a part of aconsist, or at the sub-consist level as disclosed above.

Adjusting the operating characteristic to correspond to the desiredvalue with a closed-loop control system that operates in a feedbackprocess to satisfy the mission objective, at 806, is further disclosed.The feedback process may include feedback principals readily known tothose skilled in the art. In general, but not to be considered limiting,the feedback process receives information and makes determinations basedon the information received. The closed-loop approach allows for theimplementation of the flowchart 800 without outside interference.However, if required due to safety issues, a manual override is alsoprovided. The operating characteristic may be adjusted based on anambient condition. As disclosed above, this flowchart 800 may also beimplemented in a computer software code where the computer software codemay reside on a computer readable media.

FIG. 49 discloses a block diagram of an exemplary system 810 foroperating a diesel powered system having at least one diesel-fueledpower generating unit. The system 810 includes a sensor 812 that isconfigured for determining at least one operating characteristic of thediesel powered system. In an exemplary embodiment, a plurality ofsensors 812 are provided to gather operating characteristics from aplurality of locations on the diesel powered system and/or a pluralityof subsystems within the diesel powered system. Those skilled in the artwill also recognize that the sensor 812 may be an operation inputdevice. Therefore, the sensor 812 can gather operating characteristics,or information, about emissions, speed, horse power, friction modifier,tractive effort, ambient conditions including at least one oftemperature and pressure, mission time, fuel consumption, energystorage, and/or condition of a surface upon which the diesel poweredsystem operates. A processor 814 is in communication with the sensor812. A reference generating device 816 is provided and is configured toidentify the preferred operating characteristic. The referencegenerating device 816 is in communication with the processor 814. Whenthe term “in communication” is used, those skilled in the art willreadily recognize that the form of communication may be facilitatedthrough a wired and/or wireless communication system and/or device orother communication mechanism. The reference generating device 816 is atleast one of remote from the diesel powered system and a part of thediesel powered system.

The processor 814 includes an algorithm 818 that operates in a feedbackprocess for comparing the operating characteristic to the preferredoperating characteristic to determine a desired operatingcharacteristic. A converter 820, in closed loop communication with theprocessor 814 and/or algorithm 818, is further provided to implement thedesired operating characteristic. The converter 820 may be at least oneof a master controller, a remote control controller, a distributed powercontroller, and/or a trainline modem. More specifically, when the dieselpowered system is a locomotive system, the converter may be a remotecontrol locomotive controller, a distributed power locomotivecontroller, and a train line modem.

As further illustrated, the system 810 may include a second sensor 821.The second sensor is configured to measure at least one ambientcondition, information about which is provided to the algorithm 818and/or processor 814 to determine a desired operating characteristic. Asdisclosed above, exemplary examples of an ambient condition include, butare not limited to temperature and pressure.

In an exemplary embodiment, utilizing the screens disclosed above aswell as any embodiment of an automatic controller disclosed above, anoperator may be trained how to operate the powered system. The trainingmay be of a type to ensure that an experienced operator does not lose askill set previously learned and to teach a novice operator. In anexemplary embodiment, as the automatic controller is controlling thepowered system, information and/or instruction may be relayed to theoperator explaining why the automatic controller is taking any specificaction that affects the powered system's operations. The informationand/or instruction may be verbally and/or visually communicated to theoperator. For example, if power to the powered system is limited duringa certain part of the mission, a verbal statement regarding limitingpower to reduce a chance of derailment may be aired. Additionally, thetype of information and/or instruction communicated to the operator isnot limited. For example, the type of information and/or instruction mayinclude, but is not limited to, actions taken (such as but not limitedto why speed is limited, why acceleration is limited, why power islimited, etc.), and reasons for action (such as but not limited to slackaction, crest ahead, sag ahead, forces based on coupler type and/orlimit and/or state, etc.).

Towards this end, FIG. 50 discloses a flowchart 900 illustrating anexemplary embodiment of a method for training an operator to control apowered system. As disclosed in the flowchart 900, the powered system isoperated 902 with an autonomous controller. The operator is informed 904of a change in operation of the powered system as the change inoperation occurs, or simultaneously. The information may also includeproviding 906 a reason to the operator for the change where the reasonis also provided simultaneous to the change being made. The type ofinformation communicated to the operator may also include, but is notlimited to, maximum values, minimum values and/or a range of action withrespect to tolerance levels and/or sensitivity information.

FIG. 51 discloses a flowchart 910 illustrating another exemplaryembodiment of a method for training an operator to control a poweredsystem. As disclosed in this flowchart 910, the powered system isoperated 912 with an autonomous controller. During operation, theautonomous controller is disengaged 914 so that the operator may takecontrol of the powered system. For example, the operator is expected totake over operating the powered system when difficult parts of themission are encountered. Working the most difficult part of missionswill assist the operator in maintaining skills already developed. Whilethe autonomous controller is disengaged, a projected performance of theautonomous controller is determined 916. The projected performanceand/or the operator's performance may be recorded. Once the operator hascompleted operating the powered vehicle for the particular segment, theoperator's performance is compared 918 to the projected performance ofthe autonomous controller. The operator's performance is graded 920, orrated. A consequence of an action taken by the operator while theoperator is in control of the powered system and/or a force associatedwith the powered system while the operator is in control of the poweredsystem is communicated 921 to the operator. As disclosed herein the formof communication may be at least one of visual, audible, and/or touch.

While in manual operation, train forces and/or consequences of actionstaken by the operator may be communicated to the operator. For example,though not limited to these examples, based on the operator's action anexpected result and/or a range of a resultant action may be communicatedto the operator. A recommended action may also be communicated to theoperator. An action taken by the operator may be rated, as disclosedherein based on how the controller would have handled the situation, orin other words while the operator controls the powered system theautonomous controller is gathering information and is determining itsoperation of the powered system as if it was in control. Otherinformation that may be communicated to the operator may include, but isnot limited to, a figure of merit, a number of slack actions, a severityof a slack action, and a rating and/or grade with respect to ease ofhandling the powered system.

FIG. 52 discloses a flowchart 922 illustrating another exemplaryembodiment of a method for training an operator to control a poweredsystem. As disclosed in the flowchart 922, while the autonomouscontroller operates 924 the powered system, an input device is provided926 for the operator to simulate operating the powered system while theautonomous controller is actually operating the powered system. At leastone input from the input device made by the operator to simulateoperating the powered system is determined 928. The at least one inputis compared 930 to at least one action made by the autonomous controlleras it actually operates the powered system. The timing for both theinput initiated by the operator and the controller's actions areconsidered at the same period in the mission. The operator is rated 932,or graded based on the comparison. Therefore, as the operator is able toenter an action and is able to see why the action entered should and/orshould not have been done.

FIG. 53 discloses a flowchart 940 illustrating another exemplaryembodiment of a method for training an operator to control a poweredsystem. As disclosed in the flow chart 940, the powered system isprovided 942 in a stationary condition with its manual control deviceand/or handles, such as but not limited to a throttle, disengaged sothat an operator may move the manual control device and/or handleswithout actually moving the powered system. The powered system is afully functional system that is able to perform an actual mission.Therefore, those skilled in the art will recognize that the poweredsystem is not a permanent simulation system.

A mission is communicated 944 to the operator, such as a preplanmission, a recently performed mission, a mission to next be performed,etc. Operation of the powered system is simulated 946 in a manner whichis responsive to the manual control device controlled by the operator.For example, with respect to a rail vehicle, while waiting for anotherrail vehicle to pass on common track and then continuing a mission, theoperator may train while waiting using the method disclosed herein.Those skilled in the art will recognize the reason for the poweredsystem to be temporarily stationary is not limited. With respect to arail vehicle in an exemplary embodiment, the rail vehicle may betemporarily stopped during a mission. The simulated operation may berecorded 948. The operation by the operator, such as but not limited tothe recorded operation, may be compared 950 to the autonomouscontroller's projected performance.

In another exemplary embodiment, instead of simulating the missionprovided, the operator may modify the mission, such as but not limitedto selecting a type of powered system (such a type of locomotive),arrival time, and/or other conditions that may include information aboutthe powered system, with an input device that is provided 952. How thecontroller would have handled the modified mission is also determinedwhereas a comparison between the controller and operator may still beperformed.

In another exemplary embodiment, instead of simulating the missionprovided, the operator may modify the mission, such as but not limitedto selecting at type of powered system (such a type of locomotive),arrival time, and/or other conditions that may include information aboutthe powered system, with an input device that is provided 952. How thecontroller would have handled the modified mission is also determinedwhereas a comparison between the controller and operator may still beperformed.

As disclosed above with respect to the other flowcharts, the flowchartsillustrated in FIG. 50 through 53 may be performed using a computersoftware code. Electronic media containing the computer software modulesmay be accessed by a processor, or computer. Electronic media is not tobe limiting since any computer software module that is part of thecomputer software code may also be loaded and/or accessible through anelectronic media transfer system, including a wireless and/or wiredtransfer system, such as but not limited to using the Internet toaccomplish the installation.

FIG. 54 discloses a block diagram illustrating an exemplary embodimentof elements that are part of a training system for instructing anoperator how to control a powered system. A controller 955 configured toautonomously control the powered system is disclosed. An informationproviding device 956 is provided. This device 956 is used to provideinformation to the operator responsive to how the controller operatesthe powered system. The information providing device 956 may be visuallybased, such as but not limited to a display, and audibly based, such asbut not limited to an audio system. The information providing device mayalso be one which allows the operator to receive an electronic pulsewhen an operating change is occurring. The information provided mayinclude information regarding an operation change as the change isoccurring and/or information explaining why the operating change isoccurring. A disengagement device 958 is provided to disengage thecontroller from autonomously controlling the powered system. Whendisengaged, the operator is able to control the powered system. Whilethe operator is controlling the powered system, a determination device960 configured to determine how the controller would have operated thepowered system, if it was not disengaged. A comparison device 962 isfurther provided to compare how the operator controlled the poweredsystem against the projected performance of the controller. The operatormay receive a grade and/or rating based on this comparison. Thoseskilled in the art will recognize that the determination device 960and/or the comparison device 962 may be a processor that utilizes acomputer software code to reach its results. Additionally, input fromthe powered system is further provided to the determination device 960and/or comparison device 962 in making the determination. The operationby the operator and/or the controller may be stored with a recordingdevice 964.

When the operator is rated and/or scored, a plurality of variations ispossible. For example, a rating and/or score may be determined over aperiod of operation, a degree of difficulty experienced, and/or skill inhandling special situations. A continuous rating and/or score may bedisplayed where in an exemplary embodiment the rating and/or score maybe further compared to a rating and/or score provided to the autonomouscontroller as well. When compared to the autonomous controller, theoperator may have an opportunity to try to beat the autonomouscontroller's performance. Though a plurality of factors may beconsidered in rating and/or grading the operator, exemplary examples mayinclude measurable units of train handling criterion, such as but notlimited to maximum buffering/draft force, a number of slack actions,severity of a slack action, powered system handling relative to theterrain.

While the invention has been described with reference to variousexemplary embodiments, it will be understood by those skilled in the artthat various changes, omissions and/or additions may be made andequivalents may be substituted for elements thereof without departingfrom the spirit and scope of the invention. In addition, manymodifications may be made to adapt a particular situation or material tothe teachings of the invention without departing from the scope thereof.Therefore, it is intended that the invention not be limited to theparticular embodiment disclosed as the best mode contemplated forcarrying out this invention, but that the invention will include allembodiments falling within the scope of the appended claims. Moreover,unless specifically stated any use of the terms first, second, etc. donot denote any order or importance, but rather the terms first, second,etc. are used to distinguish one element from another.

1. A method for training an operator of a powered system comprising:automatically operating a powered system capable of self-propulsion withan autonomous controller; receiving at least one input from a humanoperator to simulate manual operation of the powered system by the humanoperator as the autonomous controller automatically operates the poweredsystem; and comparing the at least one input to at least one actionautomatically made by the autonomous controller as the autonomouscontroller automatically operates the powered system, and automaticallyrating the human operator's performance based on the comparison.
 2. Themethod according to claim 1, wherein automatically controlling thepowered system includes implementing one or more designated speeds,throttle settings, or brake settings of a designated mission that resultin the powered system reducing at least one of fuel consumed oremissions generated relative to traveling along the route according toone or more other missions, and receiving the at least one inputincludes receiving one or more control changes made by the humanoperator to simulate control of the powered system according to thedesignated mission.
 3. The method according to claim 1, furthercomprising monitoring one or more delays between when at least oneaction in controlling the powered system is automatically made by theautonomous controller and when the at least one input from the humanoperator is provided by the human operator.
 4. The method according toclaim 1, wherein automatically operating the powered system includescontrolling the powered system to move along a route and receiving theat least one input occurs while the powered system is moving along theroute.
 5. A method for training an operator of a powered systemcomprising: communicating a mission for a powered system capable ofself-propulsion to a human operator, the mission comprising one or moredesignated operational conditions of the powered system for a trip ofthe powered system along a route; monitoring simulated control of thepowered system by the human operator according to the mission using amanual control device of the powered system during movement of thepowered system along the route while actual movement of the poweredsystem is autonomously controlled; and comparing simulated actions takenby the human operator during the simulated control to actual actionstaken by an autonomous controller of the powered system to implement themovement of the powered system according to the mission, andautomatically rating the human operator's performance based on thecomparison.
 6. The method according to claim 5, further comprisingrecording simulated actions taken by the human operator during thesimulated control of the powered system.
 7. The method according toclaim 5, further comprising providing an input device to allow the humanoperator to modify information about the powered system when simulatingthe control of the powered system.
 8. The method according to claim 5,further comprising providing the powered system in a temporarystationary condition comprising temporarily halting the movement of thepowered system at least one of prior to starting the mission, during themission, or after a mission.
 9. The method according to claim 5, whereinthe mission includes one or more designated speeds, throttle settings,or brake settings of the powered system to cause the powered system toreduce at least one of fuel consumed or emissions generated as thepowered system travels along the route relative to traveling accordingone or more other designated speeds, throttle settings, or brakesettings.
 10. A method for training an operator of a powered systemcomprising: autonomously operating a rail vehicle having at least onepowered unit capable of self -propulsion with an autonomous controllerduring a mission, the mission including the rail vehicle moving along aroute during a trip; providing a designated action including at leastone of a throttle control change or a brake control change for a humanoperator to take in order to simulate operating the rail vehicle whilethe autonomous controller actually operates the rail vehicle to causethe rail vehicle to move along the route according to the mission;determining at least one input from an input device, the at least oneinput representing an action taken by the human operator to simulateoperating the rail vehicle as the autonomous controller actuallyoperates the rail vehicle; and comparing the at least one input of thehuman operator to at least one action made by the autonomous controlleras the autonomous controller actually operates the rail vehicle, andautomatically rating the human operator's performance based on thecomparison.
 11. The method according to claim 10, wherein the missionincludes one or more designated speeds, throttle settings, or brakesettings of the rail vehicle that cause the rail vehicle to reduce atleast one of fuel consumed or emissions generated during the triprelative to traveling according to one or more other missions.
 12. Amethod for training an operator of a powered system comprising:automatically operating a powered system with an autonomous controllerby implementing one or more designated speeds, throttle settings, orbrake settings of a designated mission that result in the powered systemreducing at least one of fuel consumed or emissions generated relativeto traveling along the route according to one or more other missions;and receiving at least one input from a human operator to simulatemanual operation of the powered system by the human operator as theautonomous controller automatically operates the powered system, whereinthe at least one input includes one or more control changes made by thehuman operator to simulate control of the powered system according tothe designated mission, comparing the at least one input to at least oneaction automatically made by the autonomous controller as the autonomouscontroller automatically operates the powered system, and automaticallyrating the human operator's performance based on the comparison.
 13. Themethod according to claim 12, further comprising monitoring one or moredelays between when at least one action in controlling the poweredsystem is automatically made by the autonomous controller and when theat least one input from the human operator is provided by the humanoperator.
 14. The method according to claim 12, wherein automaticallyoperating the powered system includes controlling the powered system tomove along a route and receiving the at least one input occurs while thepowered system is moving along the route.